Final Report August 2012 Table of Contents North Williams Traffic Operations Safety Project

NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT photo: Jonathan Maus

FINAL REPORT AUGUST 2012 TABLE OF CONTENTS NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

INTRODUCTION...... 1

PROJECT CONTEXT...... 2

EXISTING CONDITIONS...... 3

PUBLIC AND STAKEHOLDER OUTREACH...... 5

PROJECT OUTCOMES...... 6

CONSTRAINTS...... 8

DEVELOPMENT OF ALTERNATIVE CONCEPTS...... 9

RECOMMENDED CONCEPT DEVELOPMENT...... 11

PROJECTED OUTCOMES...... 13

DESIGN DETAILS...... 14

RECOMMENDED CONCEPT TRAFFIC IMPACT ASSESSMENT... 23

FREQUENTLY ASKED QUESTIONS...... 24

APPENDIX A. TECHNICAL ADVISORY COMMITTEE MEMBERS

APPENDIX B. EXISTING CONDITIONS REPORT

APPENDIX C. LIST OF PUBLIC OUTREACH EVENTS

APPENDIX D. INITIAL CONCEPT DEVELOPMENT MEMO

APPENDIX E. SAC FINAL RECOMMENDATIONS INTRODUCTION NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

The purpose of the North Williams Traffic Operations the streetscape with seven initial project goals that Safety Project was to conduct an open, community- were later expanded to address specific desirable driven planning process to identify strategies for project outcomes. making travel on North Williams Avenue safer and more comfortable for all roadway users. This report describes The North Williams Traffic Operations Safety Project the stakeholder and public outreach process that was relied heavily on input from a Stakeholder Advisory used to develop streetscape design concepts and the Committee, comprised of local residents, small resulting community recommendation. business owners, religious leaders and transportation advocates, to design alternative concepts for the This project was informed by previous planning work street (see page 5 for a full list of participating SAC conducted in 2006 as part of the Vancouver-Williams members). Portland Bureau of Transportation staff Transportation Project. In that 2006 project, a committee and project consultants also relied on a Technical A high level of public involvment was key to the success of recommended pedestrian safety improvements—most Advisory Committee (TAC) to review and analyze the North Williams Traffic Operations Safety Project of which have since been constructed with funding from design concepts for feasibility, impact to existing the Portland Development Commission. City staff for street operations and safety. For a list of the bureaus the North Williams Traffic Operations Safety Project and City staff that participated in the Technical expanded on this work by approaching the re-design of Advisory Committee, see Appendix A.

INITIAL PROJECT GOALS

1 To conduct an open planning process through 5 To explore innovative solutions and strategies in the which all voices can be heard by the City North Vancouver/Williams corridor

2 To reduce or manage traffic conflicts between 6 To create conditions for transit service, traffic flow, people bicycling, people driving, and buses parking and active transportation that support existing operating on North Williams businesses and future business development

3 To improve conditions for bicycling on North 7 To honor the history of North Williams Avenue through Williams elements of the transportation project*

4 To maintain or improve conditions for walking on or across North Williams *Added per Stakeholder Advisory Committee recommendation in December 2011.

How has traﬃc on North Williams Avenue changed over the years?

1900 - 1940: Streetcars 1970s: The Fremont Bridge is built 2006: Safety upgrades, operate on North to connect to a future Prescott such as new crosswalks Summer 2010: The Williams and Northeast 1940s: The streetcar on 1950s: Interstate 5 Freeway. Bridge traﬃc exits onto and curb extensions are Portland Bureau of Union Ave (MLK Jr Blvd). Williams is converted to a construction begins. Vancouver and Williams. added to Williams. Transportation begins trolley-bus. the North Williams Traﬃc Safety Operations Project.

May 1900 1930 1960 1990 2010 2012

1960s: Williams’ homes and businesses are demolished in the name of “urban September 2011: Neighbors and the SAC 2007: Bicycle traffic renewal”. Interstate 5 is completed. do walking/biking tours and identify street 1999: Bike lanes are striped on increases 138% in a Williams and Vancouver are converted conflicts. Bike traffic on Williams reaches Williams and Vancouver. single year. to a one-way couplet. 4,000 daily bike trips.

ALTA PLANNING + DESIGN 0 1 PROJECT CONTEXT NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

North Williams Avenue is a one-way street (northbound) PCC KILLINGSWORTH and an existing bikeway connecting the Rose Quarter Transit Center and Springwater Corridor to North Portland, and areas beyond. The street runs through the heart of the historic Albina community, one of Portland’s oldest neighborhoods and once an independent city. ALBERTA

North Williams Avenue is a historic “main street” for Portland’s African American community. It was significantly impacted by past major redevelopment projects, including Memorial Coliseum, I-5 construction, GOING and especially the early 1970s Emanuel Hospital SKIDMORE expansion that was never completed. The North Williams Traffic Operations Safety Project acknowledged the negative impact of these past planning efforts. It strived to conduct a planning process that addressed community concerns, needs and desires—a process that eventually led to a solution on North Williams supported by the WILLIAMS 15TH community. MISSISSIPPI VANCOUVER

FREMONT

! Bolliger the Shade Man Irving Park

Atherton's Ice Cream ! ! Henderson Upholstery Shop Blessed Martin DePerres LEGACY Friendship House ! RODNEY

! Hyatt's Saw Filing and EMANUEL 7TH Lawn Mower Service MARTIN LUTHER KING JR LUTHER MARTIN Portland Camelia Nursery ! KNOTT

NE COOK ST RUSSELL

! Frank E. Wiester Bicycle Company 5 Wallace Bar-B-Q, restaurant ! ! George E. Wightman Co. TILLAMOOK ! Williams Sales and Service BROADWAY WEIDLER Arctic Food Lockers and Food Mart ! BROADWAY Willamette NE FARGO ST River ROSE LLOYD CENTER QUARTER MULTNOMAH I A snapshot of the predominantly African American owned businesses on North Williams in 1956. The top left corner is the future site of New Seasons Market Project Corridor Existing Bikeway Proposed Bikeway ALTA PLANNING + DESIGN 0 2 EXISTING CONDITIONS NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

The project study area included the approximately P P 2-mile section of North Williams from North Winning Way in the Rose Quarter to Killingsworth P P Street. At present, there are 34 intersections in the study corridor. The character and function of North Williams Avenue changes along its length. Similarly, the issues and concerns identified by stakeholders varies. As a result, the project team broke the corridor into five smaller segments to 10’ 7’ 10’ 10’ 6’ 7’ 10’ better distinguish these differences and allow SIDEWALK PARKING LANE TRAVEL LANE TRAVEL LANE BIKE PARKING LANE SIDEWALK LANE design solutions to be tailored to the conditions 10’ 7’ 10’ 10’ 6’ 7’ 10’ found in each segment. SIDEWALK PARKING LANE TRAVEL LANE 40’ curb-to-curbTRAVEL LANE BIKE PARKING LANE SIDEWALK LANE The typical street existing cross-section is shown in Figure 1 and has a curb-to-curb width of 40’ curb-to-curb 40’ that includes parking on both sides of the street, two travel lanes, and a 5’ - 6’ wide bike lane. The existing bike lanes were added to FIGURE 1: Existing street cross section between Hancock Street North Williams Avenue in 1999 by narrowing and Killingsworth Street the two motor vehicle travel lanes. Although the lane configuration varies at a number of intersections (where the parking lane is dropped prior to the intersection to form right- or left-turn lanes), the typical roadway width is 40’ between Killingsworth Street and Hancock Street. South of Hancock Street the pavement width reduces to 36’ (see Figure 2). P

Existing transportation conditions along the P corridor, including bicycle and motor vehicle traffic volumes, transit boardings and alightings, crash history, and parking utilization, were documented in the North Williams Existing Conditions memorandum prepared by Kittelson 10’ 8’ 10’ 11’ 7’ 10’ & Associates, Inc. (see Appendix B). This report SIDEWALK PARKING LANE TRAVEL LANE TRAVEL LANE BIKE SIDEWALK relied on 2010 bike count data, but the most 10’ 8’ 10’ 11’ LANE7’ 10’ recent counts demonstrate a 29-percent increase SIDEWALK PARKING LANE TRAVEL LANE36’ curb-to-curbTRAVEL LANE BIKE SIDEWALK in bicycle traffic between 2010 and 2011. LANE 36’ curb-to-curb FIGURE 2: Existing street cross section south of Hancock Street

ALTA PLANNING + DESIGN 0 3 EXISTING CONDITIONS NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

A summary of the role of this street TRANSIT for each of the major travel modes is KILLINGSWORTH FIGURE 3: Existing conditions on the North Williams corridor included below: The corridor offers frequent transit MOTOR VEHICLE VOLUMES (PEAK HOUR ) service with the #4 and #44 TriMet Less than 850 motor vehicles

bus routes operating approximately 850 to 1,100 motor vehicles WALKING ALBERTA KILLINGSWORTH every 5-6 minutes (10 – 11 buses) More than 1,100 motor vehicles MOTOR VEHICLE VOLUMES (PEAK HOUR ) The corridor contains several south of Fremont Street and every5 15 attractors for people walking, with minutes (4 buses) north of Fremont Less than 850 motor vehicles 5 SKIDMORE TO KILLINGSWORTH high crossing demands in a number of Street during peak hours. South of 850 to 1,100 motor vehicles 38% motor vehicle capacity (peak hour) locations. There are also a number of Graham Street, WilliamsSKIDMORE also receives ALBERTA crossings that serve slower and more a high level of TriMet LIFT service for More than 1,100 motor vehicles vulnerable pedestrians (e.g. the elderly, transit passengers with disabilities. 4 COOK TO SKIDMORE 5 people with disabilities, or school- 49% motor vehicle capacity (peak hour) aged pedestrians). North Williams 4 400 bicyclists (peak hour) 5 SKIDMORE TO KILLINGSWORTH

offers a large quantity of housing and VANCOUVER 31% vehicles exceed speed limit MOTOR VEHICLE TRAFFIC FREMONT 30 38% motor vehicle capacity (peak hour) assistance services for people with SKIDMORE mental or physical disabilities, low- The street is classified as a COOK 3 RUSSELL TO COOK income people and people recovering Neighborhood Collector in the 38% motor vehicle capacity (peak) 4 COOK TO SKIDMORE from addiction. Many of the people City’s Transportation System Plan. 380 bicyclists (peak) 49% motor vehicle capacity (peak hour) traveling on North Williams depend Neighborhood Collectors generallyWILLIAMS 3 on sidewalks and pedestrian crossings have higher traffic volumes than Heavy Bus Stop Activity 400 bicyclists (peak hour) to access TriMet buses, TriMet LIFT local service streets. ByRUSSELL policy they 4 2 I -5 ON-RAMP TO RUSSELL

service or private lift-equipped are intended for trips into, out of VANCOUVER 31% vehicles exceed speed limit vehicles. and within the neighborhood, unlike 38% motor vehicle capacity (peak hour) FREMONT 30 higher-classified streets which are 300 bicyclists (peak hour) 2 COOK meant for longer trips that pass BICYCLING 30 52% vehicles exceed speed limit 3 RUSSELL TO COOK through neighborhoods. Motor vehicleBROADWAY North Williams is one of the busiest volumes vary along the corridor, see 38% motor vehicle capacity (peak) 1 WEIDLER 1 WEIDLER TO I - 5 ON-RAMP bikeways in Portland. Its popularity Figure 3. 380 bicyclists (peak) 46% motor vehicle capacity (peak hour) is partially due to the directness of WILLIAMS 3 the route in comparison to alternate At its south end, North ROSEWilliams QUARTER 240 bicyclists (peak hour) Heavy Bus Stop Activity streets. Adjacent north-south streets plays an important role in delivering do not go straight through and often motor vehicle traffic to I-5. Except RUSSELL require difficult crossings at major for the segment south of the I-5 2 I -5 ON-RAMP TO RUSSELL entrance ramp, the biggest influx KILLINGSWORTH east-west streets. About 400 people MOTOR VEHICLE VOLUMES (PEAK HOUR ) 38% motor vehicle capacity (peak hour) were counted bicycling north on of motor vehicle traffic enters onto Less than 850 motor vehicles Williams during an evening peak North Williams Avenue at Cook Street, 300 bicyclists (peak hour) 850 to 1,100 motor vehicles 2 hour in summer of 2011 and this coming from I-405, andALBERTA the highest right-turn traffic is one block later, More than 1,100 motor vehicles number makes up approximately 20- 5 30 52% vehicles exceed speed limit to 35-percent of summer weekday onto NE Fremont. Motor vehicle BROADWAY evening vehicle volumes. North volumes range from 700 to 1,100 5 SKIDMORE TO KILLINGSWORTH WEIDLER Williams is designated as a Major City vehicles per hour during the evening 38% motor vehicle capacity (peak hour) 1 1 WEIDLER TO I - 5 ON-RAMP SKIDMORE Bikeway in the Portland Bicycle Plan peak. The single lane capacity of the for 2030. street is estimated at a planning level 4 COOK TO SKIDMORE 46% motor vehicle capacity (peak hour) at approximately 850 vehicles per 49% motor vehicle capacity (peak hour) ROSE QUARTER 240 bicyclists (peak hour) hour per lane. 4 400 bicyclists (peak hour)

VANCOUVER 31% vehicles exceed speed limit FREMONT 30 ALTA PLANNING + DESIGN 0 4

COOK 3 RUSSELL TO COOK

38% motor vehicle capacity (peak)

380 bicyclists (peak)

WILLIAMS 3 Heavy Bus Stop Activity

RUSSELL 2 I -5 ON-RAMP TO RUSSELL

38% motor vehicle capacity (peak hour) 2 300 bicyclists (peak hour)

30 52% vehicles exceed speed limit BROADWAY

1 WEIDLER 1 WEIDLER TO I - 5 ON-RAMP

46% motor vehicle capacity (peak hour)

ROSE QUARTER 240 bicyclists (peak hour) PUBLIC AND STAKEHOLDER OUTREACH NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

Public outreach began with City staff and consultants going door-to-door on North Williams, conducting interviews and inviting neighbors to join the project’s Stakeholder Advisory Committee. The first Committee meeting was held in February, 2011.

Early planning for this project focused on technical transportation issues. Committee members and the public were concerned, however, that the City was ignoring and exacerbating issues of race, gentrification, and equity. In response to their concerns and requests, the project team extended the public process, broadened the topics the “ Advisory Committee would address, and emphasized The community helped us outreach to the older residents, people of color and understand that, on North Williams, low-income neighbors who often do not have access history, justice, development to transportation planning processes. For a complete “ and transportation are all related. list of public events held during this process, see Appendix C. Table 1. Stakeholder Advisory Committee Members In addition, by May of 2011 it was clear to Committee members and to the project team that the NAME AFFILIATION Committee was not representative of the community Debora Leopold Hutchins, Chair Sistas Weekend Cyclers around North Williams. There were only four people Allan Rudwick Neighbor of color on the then-18 member Committee. City Ben Foote Neighbor staff asked Debora Leopold Hutchins, a prominent Caitlin Wood Disability Rights Oregon member of the community, to serve as Committee Diana Moosman MOSI Architecture Chair, and to help recruit a more diverse Committee. Dwight Terry Terry Family Funeral Home Gahlena Easterly Property owner In the summer of 2011 the Committee was expanded Irek Wielgosz King Neighborhood Association to 26 members (see Table 1). Jana McLellan Port City Development Center Jazzmin Reece Reece Consulting, LLC Once the Stakeholder Advisory Committee was Jerrell Waddell Life Change Christian Center expanded, the group began educating itself about Jrdn Freeauf Eddie Murphy Cabinets the existing traffic and safety conditions on North Karis Stoudamire Boise Neighborhood Association Williams and the traffic engineering tools available Kenneth Doswell Betty Jean Couture to affect change. Part of this education process Laurie Simpson Eliot Neighborhood Association involved project staff-led walking and bicycling Melissa Lafayette Jesuit Volunteer Corps tours for the SAC. The committee then agreed on ten Michelle DePass Neighbor potential “outcomes” that this project could achieve. J.W. Matt Hennessee Vancouver Avenue First Baptist Church Mychal Tetteh Village Market at New Columbia These outcomes served as the foundation of the Nathan Roll Metropolis Cycle Repair alternative design concepts for North Williams. The Noni Causey Education specialist, small business owner SAC recommended concept was the option that best Pamela Weatherspoon Legacy Emanuel Hospital met the requirements of these ten outcomes. Paul Anthony Humboldt Neighborhood Association Shara Alexander Neighbor Steve Bozzone Willamette Pedestrian Coalition Susan Peithman Bicycle Transportation Alliance

ALTA PLANNING + DESIGN 0 5 PROJECT OUTCOMES NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

In February 2012, the Stakeholder Advisory Committee adopted the following Top Ten Outcomes for this project, in order of importance. In later discussions the top three listed Outcomes were emphasized.

1 Increase convenient opportunities for pedestrians to safely 2 Mitigate conflicts between all modes: The Committee wished for more cross North Williams: Committee members were concerned about clarity about how bicycles, buses, cars and pedestrians should interact on the ease and safety of crossing North Williams. Even where high- North Williams. Where congestion, speeding or passing create conflict they visibility signed crossings exist, pedestrians experience challenges wanted to see those needs accommodated and those conflicts diminished. crossing North Williams due to prevalent speeding, few gaps They perceived a high level of conflict between people driving and in traffic and the failure of vehicle operators to obey the legal bicycling today, and wanted to see it improved. requirement to stop for pedestrians.

3 Reduce motor vehicle speeds: Most Committee members were 4 Improve the visibility of pedestrians: The Committee sought to increase concerned about motor vehicle speeds on North Williams Avenue. the visibility of pedestrians to both motorists and bicyclists. There are a Traffic speed observations between Broadway and Russell Street number of crossings where pedestrians have limited visibility of oncoming showed that 52% of motor vehicles exceeded the 30 mph speed traffic due to parked vehicles or other obstructions. Automobile speeds limit. Observations just north of Beech Street showed that 31% of on North Williams are high, signalized crossing opportunities are few motor vehicles exceeded the 30 mph speed limit. Having two travel and many people walking across Williams have physical disabilities or lanes, limited stops (for signals), and relatively low traffic volumes are walking with children. Two automobile travel lanes heading in the tends to promote high motor vehicle speeds. Two 20 mph school same direction make pedestrian crossing challenging because vehicles in zones have little effect on speeds. an adjacent lane can impede a driver’s ability to see the pedestrian, and because people driving know that if they stop the cars alongside them and behind them may not stop and may put the pedestrian at risk (known as a “multiple threat” situation).

1 2 3 4

High visibility crosswalks and a median refuge A channelized cycle track in Amsterdam is the City staff and the Stakeholder Advisory Curb extensions reduce pedestrian crossing island help improve the pedestrian experience height of user separation. The recommended Committee take the opportunity to look at the distance and make it easier for motorists to see while crossing busy thoroughfares concept for North Williams seeks to improve speeding problem on North Williams first hand them, as well as for pedestrians to see approaching user comfort without using as high a level of vehicles physical separation

ALTA PLANNING + DESIGN 0 6 PROJECT OUTCOMES NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

5 Reduce the risk of people bicycling being struck by opening car doors: The threat of “dooring” on North Williams is very real to bicyclists, especially in areas with high parking turnover. This type of crash is rarely reported to police and is therefore underrepresented in crash statistics. The existing lane configuration on North Williams places bicyclists adjacent to the eastside parking lane. Drivers must open their door into the bike lane to exit their vehicle. The current five- or six-foot wide bike lane does not provide enough room for a bicyclist to avoid an open car door without entering the adjacent travel lane. The Committee was interested in improving this hazardous and uncomfortable situation.

6 Create opportunities for people bicycling to pass one another without entering the motor vehicle travel lane: The skill and speed at which bicyclists travel varies can vary considerably and the North Williams corridor is one of the most popular bikeways in Portland. This can lead to crowded conditions where faster cyclists try to pass slower cyclists. There is currently not enough room for bicyclists to pass each other within the bike lane. This means that bicyclists are actually riding in the auto lane at times to pass slower cyclists. While this is legal, it is not comfortable for most cyclists or drivers, especially in places where auto speeds are high.

7 Manage conflict between bus and bicycle lane operations:A decade ago, when there were just a few hundred people biking up North Williams each day, pulling a bus into the bike lane to drop off and pick up passengers worked fine. But now that there are more than 4,000 cyclists a day in warm months, causing delay, stress, and safety concerns for bicyclists and bus operators. photo: Jonathan Maus

8 Reduce all crashes in the North Williams corridor: With speeding, poor visibility at many pedestrian crossing locations, bicycle demand above existing capacity, and frequent bus service, the North Williams streetscape is faced with significant safety challenges. The Committee was interested in design solutions to help reduce crashes on North Williams.

9 Maintain or improve the ease with which people bicycling can turn on and off of Williams: There are many destinations and neighborhoods just east and west of North Williams. The Committee desired that turns onto and off of Williams from the bikeway should be intuitive and legible to all roadway users.

10 Maintain access and operability for TriMet LIFT vehicles and private lift-equipped vans: The high density of housing and services for people with mental or physical disabilities, low-income people and people recovering from addiction makes safe and convenient access to TriMet’s LIFT service essential. The Committee wished to maintain, if not improve, the current level of service for LIFT and other private lift-equipped vehicles. photo: TriMet ALTA PLANNING + DESIGN 0 7 CONSTRAINTS NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

In addition to meeting the SAC’s project outcomes, design concepts for North Williams faced the following challenges:

MOTOR VEHICLE CAPACITY ON-STREET PARKING Though maintaining motor vehicle capacity was There are many blocks of North Williams which not one of the SAC’s Outcomes, the City also are currently empty or underused, and the on- relies on transportation policies included in the street car parking facing them is almost always Comprehensive Plan. One of the challenges for empty. However, because they anticipate future this project was carefully balancing the needs of development in these blocks, the SAC was not all users—pedestrians, bicyclists and transit—with inclined to convert that on-street car parking the predicted consequences of congestion. The space to another use. project team determined that the street could function effectively with a single motor vehicle Though it was not named as a Top Ten Outcome travel lane so long as motor vehicle traffic volumes by the SAC, most Committee members and City did not exceed 850 cars per lane/per hour. While staff clearly shared an assumption that on-street existing motor vehicle traffic volumes fell below car parking along North Williams is valuable and this threshold for most of the corridor, within the should be preserved wherever possible. section between Cook Street and Shaver Street they exceeded that threshold. This is the section of North Williams that serves automobile traffic EMERGENCY VEHICLE ACCESS exiting the Fremont Bridge. The SAC did not discuss Emergency Vehicle Access at length, in part because the TAC (which included FUTURE DEVELOPMENT representatives from the Police and Fire Bureaus) evaluated each design alternative in this light and Development on North Williams has been their recommendations were passed on to the SAC occurring at a consistent pace for the past several through project staff. years. Traffic modeling performed by the City did take into account further residential and commercial development on North Williams. The TRIMET AND LIFT SERVICE ACCESS model predicted that an increase in motor vehicle The TAC evaluated design alternatives for their congestion, resulting from implementation of impact on current and future transit access, and the SAC’s recommendation, could be effectively project staff held additional meetings with TriMet managed in a manner that is consistent with City for more detailed analyses. After consulting policy. with the TAC and TriMet, City and project staff decided that a right-side cycle track would not be Long queues and wait times for motor vehicles feasible on North Williams, and they made that between Cook and Fremont on North Williams recommendation to the SAC. would also have implications for motor vehicle access to the expected new commercial driveways in that block. This is one impact that dissuaded the SAC from recommending only one motor vehicle through-lane in this section.

ALTA PLANNING + DESIGN 0 8 DEVELOPMENT OF ALTERNATIVE CONCEPTS NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

The Initial Concept Development Memorandum (see Appendix D) provides a comprehensive overview of the existing conditions in each segment and the identified opportunities for improving safety and comfort. However, the Memorandum was written to address the City’s goals for this project, before the SAC set its own Top Ten Outcomes.

Throughout the planning process the following strategies were considered to address, first, the City’s goals for this project and, later, the SAC’s Top Ten Outcomes. They are listed below under the Outcomes that they would most directly affect.

1 Increase convenient opportunities for pedestrians to safely cross Williams

• Reduce the number of auto lanes in certain locations to slow traffic, allow drivers to better see pedestrians, and improve driver yielding behavior. • Provide curb extensions to allow pedestrians and drivers to see one another (e.g., Tillamook, Stanton, Page, Beech and Cook St). • Provide enhanced or signalized crosswalks at strategic locations (e.g., Cook, Stanton, Beech and Failing St).

2 Mitigate conflicts between all modes

• Manage conflicts between people walking and people riding bicycles by separating them in space or Failure to yield to pedestrians at crosswalks is a common in time (using signals). complaint • Reduce conflict between people bicycling and buses by diverting bicyclists behind bus stops, in a cycletrack. However, this would require managing conflicts between bus passengers and bicycles. • Manage crossing of the bike lane and stopping in the bike lane by buses by providing extra width in the bike lane. • Reduce conflicts between buses and people bicycling by moving the bike lane to the left side of the street. • Add width or a buffer to the bike lane. This creates a cushion between cyclists and motor vehicles. It allows bicyclists to pass one another or avoid obstacles without encroaching into the travel lane. Providing a buffer on the parking side of the bike lane reduces the risk of being struck by a car door.

3 Reduce motor vehicle speeds

• Narrow North Williams to one motor vehicle travel lane. Providing a single motor vehicle travel lane generally reduces speeds because the lead driver limits the speed of the vehicles behind them. • Use signal timing to progress traffic at slower speeds. Signals can be timed to move traffic at a certain speed. (However, existing signalized intersections are too far apart for use of this strategy.) • Visually narrow the street. Curb extensions, pedestrian crossings, and other street treatments visually change the street for drivers, tending to slow motor vehicle speeds.

ALTA PLANNING + DESIGN 0 9 DEVELOPMENT OF ALTERNATIVE CONCEPTS NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

4 Improve the visibility of pedestrians

• Provide curb extensions to allow pedestrians and drivers to see one another.

5 Reduce the risk of people bicycling being struck by opening car doors

• Switch the placement of the bike lane to the curb side of the parking lane, next to the sidewalk. This design reduces the risk to cyclists of being struck by a car door. • Add width or a buffer to the bike lane. Providing a buffer on the parking side of the bike lane reduces the risk of being struck by a car door.

6 Create opportunities for people bicycling to pass one another without entering the motor vehicle travel lane

• Add width or a buffer to the bikeway. This allows bicyclists to pass one another or avoid obstacles without encroaching into the travel lane.

7 Manage conflicts between bus and bicycle lane operations

• Reduce conflict between people bicycling and buses by diverting bicyclists behind bus stops, in a cycletrack. However, this would require managing conflicts between bus passengers and bicycles. • Manage crossing of the bike lane and stopping in the bike lane by buses by providing extra width in the bike lane. • Reduce conflicts between buses and people bicycling by moving the bike lane to the left side of the street. • Separate buses and cyclists in time using separate signal phases at intersections.

8 Reduce all crashes in the North Williams corridor

9 Maintain or improve the ease with which people bicycling can turn on and off of Williams

• In the case of a left-side bike lane or cycletrack, create right-turn boxes where people bicycling can pull over and wait to cross North Williams if they are heading east. (Some people may not be comfortable merging out of a left-side bike lane, across the motor vehicle lane, to make a right turn;

in the case of a physically-separated left-side cycletrack, this would not be possible.) photo: Jonathan Maus A TriMet bus stops in the bike lane to pick up/drop off 10 Maintain access and operability for TriMet LIFT vehicles and private lift-equipped vans

• Manage crossing of the bike lane and stopping in the bike lane by buses and LIFT vehicles by providing extra width in the bike lane. • Reduce conflicts between LIFT vehicles and people bicycling by moving the bike lane to the left side of the street.

ALTA PLANNING + DESIGN 1 0 RECOMMENDED CONCEPT DEVELOPMENT NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

Refinement of the intial concepts for the North Williams FIGURE 4: Overview of the recommended concept for North Williams streetscape were informed by twenty-three public meetings, four community workshops, two public open KILLINGSWORTH houses and a number of one-on-one conversations with Emerson community leaders and business owners. Following the Left-Side Buered Bike Lane with One Motor Vehicle Travel Lane and Turn Lanes Motor Vehicle Through Lane and Shared Left-Turn Lane/Bikeway first open house in April 2011, it became apparent that Sumner the North Williams Traffic Operations Safety Project may Bus queue jump be a transportation project, but that in this community ALBERTA history, justice, development and transportation are all related. The initial concepts displayed at the April Wygant

2011 open house received a divided reception from Going the community. Long-time neighbors of North Williams and many members of the African American community Prescott New Trac Bike Bike Box were concerned about their underrepresentation in the SKIDMORE Signal Transition planning process and the concepts it was producing so far. Mason

In response to this critique, the technical planning Shaver process was placed on hold as additional community outreach was conducted. In early 2012, the new Failing 26-person SAC began judging alternative concepts Turn Box Curb against their 10 Outcomes. The following section Beech Extensions provides an overview of the final recommended concept—the streetscape plan that was deemed the most FREMONT BUFFERED BIKE LANE CROSS SECTION capable of achieving the SAC’s outcomes (see Figure 4). Ivy

Cook P P LEFT-SIDE BUFFERED BIKE LANE Fargo Monroe The preferred concept for the majority of the corridor is a left-side buffered bike lane with strategically placed Morris pedestrian crossing improvements (see Figure 5). This Stanton 10’ 8’ 3’ 7’ 2’ 12’ 8’ 10’ SIDEWALK PARKING LANE BIKE TRAVEL LANE PARKING LANE SIDEWALK Buffer LANE Buffer concept involves converting the westside motor vehicle Graham travel lane into a buffered bike lane. The advantages of 40’ curb-to-curb this concept include: Knott RUSSELL SHARED LEFT-SIDE BIKEWAY AND LEFT-TURN LANE CROSS SECTION Traffic Calming: The buffered bike lane is created by Sacramento eliminating a motor vehicle travel lane. This reduction in Page P P capacity has a slowing effect on motor vehicles. Thompson

TILLAMOOK Eliminates bus/bike conflict: Under this concept bicyclists and transit operators will only be required San Rafael Hancock to navigate the same roadway space at Fremont Street, 10’ 8’ 3’ 9’ 12’ 8’ 10’ where the #4 bus turns left. SIDEWALK PARKING LANE SHARED LANE TRAVEL LANE PARKING LANE SIDEWALK BROADWAY 15’

Safe passing: The left-side buffered bike lane provides WEIDLER 40’ curb-to-curb space for bicyclists to safely pass one another without needing to enter the adjacent motor vehicle lane. ALTA PLANNING + DESIGN 1 1 RECOMMENDED CONCEPT DEVELOPMENT NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

Increased separation of bicyclists and motorists: As the speed differential between bicyclists and motor vehicles FIG 5. LEFT-SIDE BUFFERED BIKE LANE: increases, the comfort of bicyclists decreases. The 3’ buffer Broadway to Fargo; Skidmore to Killingsworth that separates the bike lane from the motor vehicle lane helps to mitigate this problem and creates a more comfortable environment for all road users.

Reduced threat of “dooring” incidents: The buffered bike lane concept provides a 2’ painted buffer between the parking lane and the bike lane and a 3’ buffer between the bike lane and adjacent travel lane. This creates greater shy distance between the space where car doors are opening and the area where bicyclists are riding, as well as greater navigating area on the through lane side, should the bicyclist have to swerve to avoid an opening door. In addition, having the bike lane on the left side means that the passenger side of motor vehicles faces the bike lane. Passenger-side doors open less frequently than driver’s-side doors.

Emergency service vehicle access: A buffered bike lane does not create a hard barrier between the motor vehicle and bicycle travel lane (unlike a physically-separated cycletrack). As such, bikes and motor vehicles alike can move to the sides of the street to allow enough room for emergency vehicles to FIG 6. SHARED LEFT-SIDE BIKEWAY AND TURN LANE: pass in the middle of the roadway. Fremont to Skidmore

SHARED LEFT-SIDE BIKEWAY AND LEFT-TURN LANE In the commercial corridor between Fremont Street and Skidmore Street, approximately five city blocks, the Committee wanted to maintain two motor vehicle travel lanes and on-street parking. To provide a low-stress bikeway under these conditions it recommended an innovative approach: the left-hand lane will be for bicycles and for cars that are parking, unparking or making a left turn within one block.

The shared left-side bikeway and left-turn lane utilizes a traffic diverter at the end of each block that allows bicyclists to pass through and continue straight on North Williams, but prevents motorists from continuing straight (see Figure 6). This design is intended to to create a low-volume and low-speed shared bike and motor vehicle lane. The City will use ample and thoughtful pavement markings, signs and educational campaigns to teach travellers on North Williams how to bike and drive in it.

ALTA PLANNING + DESIGN 1 2 PREFERRED CONCEPT OUTCOMES NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT Table 2. Outcomes addressed by the preferred concept Table 2 demonstrates how the preferred concept meets the Outcomes OUTCOME RECOMMENDATION REASON established by the SAC. In addtion, the preferred concept addresses the Improve safety and NE Broadway to N Fargo/ N identified constraints as shown below: Skidmore to N Alberta: Convert Shortens the distance needed convenience of pedestrian to cross the auto traffic lanes. crossings to a single travel lane Motor Vehicle Capacity: In the segment of North Williams where motor Curb extensions at: vehicle volumes are highest (from Cook to Shaver) and around the Improve visibility between • Tillamook • Beech Improves sight distances for intersection that is most taxed by evening peak traffic (North Fremont drivers and crossing • Page • Failing both pedestrians and traffic. pedestrians. • Stanton • Going and Williams), this recommended concept provides two through lanes PEDESTRIANS for motor vehicles. It also includes new traffic signals that will provide a safer and more predictable experience for people exiting the Fremont Reduces the travel speed of the roadway. NE Broadway to N Fargo/ N Bridge onto North Williams. Skidmore to N Alberta: Convert Retains the second travel lane to provide to a single travel lane maneuvering capacity for parking while limiting Future Development: The recommended concept maintains levels- through capacity to one travel lane. Reduce traffic speeds of-service at North Fremont and Williams that will allow future development to occur. It also supports future commercial driveway Slower traffic speeds will create a safer Investigate reducing the speed access in this segment of the street. limit from 30 mph to 25 mph environment for all users. TRAFFIC CALMING On-Street Parking: The concept converts very little on-street car parking More separation from car traffic and Broadway to Fremont / parked cars. on North Williams to other uses. Also, the addition of a buffer to the bike Skidmore to Killingsworth: Buffered bicycle lane lane will allow people to enter and exit parked cars more easily. The shared left travel lane retains the existing two lane capacity in the busiest TriMet and LIFT access: Moving the bike lane to the left side of the section of the corridor. street will eliminate almost all conflicts between people bicycling, buses Fremont to Skidmore: By retaining two travel lanes in this section Shared left side bikeway and there is not enough room to also provide a and bus passengers. LIFT vehicles, which are wider than the parking left-turn lane buffered bicycle lane. lane in some segments of Williams, will no longer block part of the bike Reduce conflicts between all modes lane when they are parked. Access by people with disabilities to TriMet

SAFETY Move bicycles to left side Eliminates bus/ bike conflict. LIFT service and private lift-equipped vehicles will not change with the implementation of this concept. Education campaign to raise awareness of Safety Campaign safety issues.

Traffic signal at N Cook Better control of turn movements at a high The following section provides a detailed design overview of the key crash location. features of the recommended concept on a block-by-block basis. Allows buses to move back into the thru travel Bus queue jump at N Alberta from the turn lane without conflicts from bikes or autos. Reduce risk of cyclists being Broadway to Fremont/ Skidmore struck by opening vehicle to Killingsworth: Convert to a Provides the space necessary to widen the doors single travel lane buffered bicycle lanes.

Improve capacity for bikes Broadway to Fargo/ Skidmore to passing without having to Killingsworth: Convert to a single Provides space for a wider bicycle lane use the adjacent travel lane travel lane (with buffer).

Reduce conflicts between Eliminates current bus/ bike conflict when bus operations and bicycles Move bicycles to left side buses move across the bicycle lane to access bus stops.

Bike Boxes Allows for improved visibility of bicyclists and Reduces conflicts between • Cook reduces conflict between through bike traffic BICYCLISTS bicyclists and cars and turning cars at signalized intersections.

Maintain or improve the Bike Turn Boxes Offers a safe way for bike to ease of transitions for • Tillamook make a right turn from a left side bicyclists making turns • Russell bike lane. • Going ALTA PLANNING + DESIGN 1 3 RECOMMENDED CONCEPT DETAILS NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT Winning Way to I-5 On-Ramp

10’ 5’ 5’ 3’ 14’ 9’ 10’ SIDEWALK BIKE BIKE Buf- TRAVEL LANE PARKING LANE SIDEWALK 6’ 8’ 12’ 14’ 6’ 12’ 8’ LANE LANE fer SIDEWALK PARKING LANE TRAVEL LANE TRAVEL LANE BIKE RIGHT TURN LANE SIDEWALK 36’ curb-to-curb LANE (North of Broadway St) 52’ curb-to-curb (South of Weidler St)

Add ‘no right WILLIAMS AVENUE Replace existing guide turn on red’ WILLIAMS AVENUE signs and add overhead signage for signing on signal span bicyclists

P WAIT HEREWAIT HERE WAIT

Add bicycle pavement markings to existing bike box

I-5 ON-RAMP

10’ 12’ 12’ 2’ 6’ 2’ 11’ 10’ SIDEWALK TRAVEL LANE TRAVEL LANE Buf- BIKE Buf- TRAVEL LANE SIDEWALK N VANCOUVER AVE fer LANE fer N WHEELER AVE 45’ curb-to-curb

NWINNING WAY (South of Broadway St) 025 50 100 NEWEIDLER ST

I Feet

PROPOSED CONCEPT: Left-Side Bu ered Bike Lane - North Williams Avenue - Winning Way to I-5 On-Ramp (Segment 1) KEY FEATURES City of Portland BikewayOne of Design the challenges of developing a left-side bikeway on North Williams is safely and intuitively transitioning bicyclists 025 50 100 I Feet Source: Data obtained from City of Portland Author:from DM the right side to the left. This design demonstrates how such a transition might operate. Instead of separating modes Date: May 2012 with signal phases, the design relies on sorting bicyclists and motorists in advance of the intersection at Broadway. Motor vehicle through traffic continuing on North Williams is required to stay in the far right lane and bicyclists are placed between motor vehicles entering I-5 and the right travel lane. Prominent pavement markings and signage are used to inform motorists and bicyclists about proper placement on the roadway. At the Broadway signalized intersection, a green phase allows all modes to travel forward at the same time and for bicyclists to transition comfortably to a left-side buffered bike lane.

ALTA PLANNING + DESIGN 1 4 RECOMMENDED CONCEPT DETAILS NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT Hancock Street to Sacramento Street

NE SACRAMENTO ST

NETHOMPSON ST NE HANCOCK ST NETILLAMOOK ST

NE SAN RAFAEL ST

Work with TriMet to relocate bus stop P P Swap large and small buers in high parking turnover areas Add curb extension P

P P P P P P P P P P P P P

Add curb extension P

Create bicycle right turn pocket and turn box

P P

10’ 8’ 2’ 7’ 3’ 12’ 8’ 10’ SIDEWALK PARKING LANE Buf- BIKE Buf- TRAVEL LANE PARKING LANE SIDEWALK fer LANE fer

N STPAGE 40’ curb-to-curb (South of NE Thompson) N VANCOUVER AVE 025 50 100

I Feet

PROPOSED CONCEPT: Left-Side Buered Bike Lane - North Williams Avenue - Hancock Street to Sacramento Street (Segment 2) KEY FEATURES CityThe of Portlandleft-side buffered bike lane is continued in this section, between Hancock Street and Sacramento Street. Bikeway Design Source:Special Data obtained fromconsiderations City of Portland are taken at the intersection with an existing Neighborhood Greenway on Tillamook Street. Author: DM Date:The May 2012 increased design emphasis at this intersection anticipates high volumes of bicycle cross traffic, as well as northbound bicyclists on Williams making frequent turn movements onto Tillamook. To better facilitate right turns from North Williams onto Tillamook Street a parking space was removed in advance of the intersection to make room for a turn box. Bicyclists making right turns are able to wait in the green box for an acceptable gap in traffic prior to crossing the street. Removing parking and placing a curb extension and high visibility crosswalk at the southeast corner of the Tillamook Street intersection also helps to improve the pedestrian experience by reducing the crossing distance at this high pedestrian volume intersection.

ALTA PLANNING + DESIGN 1 5 RECOMMENDED CONCEPT DETAILS NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT Russell Street to Stanton Street

10’ 8’ 2’ 7’ 3’ 12’ 8’ 10’ SIDEWALK PARKING LANE Buf- BIKE Buf- TRAVEL LANE PARKING LANE SIDEWALK fer LANE fer 40’ curb-to-curb (South of NE Knott)

Create a shared left-turn / bike lane

P P P

16.5’ P P P P

P 10’ P 6’ P P

P P

Add curb extension Add yield sign Add a right turn and markings to box for bicyclists Add indicate priority signage to motorists in the right lane

N STANTON ST

N GRAHAM ST N RUSSELL ST

N KNOTT ST

025 50 100

I Feet N VANCOUVER AVE

KEYPROPOSED FEATURES CONCEPT A: Left-Side Buered Bike Lane - North Williams Avenue - Russell Street to Stanton Street (Segment 3) - with Diverter at Graham Street MotorCity of Portland vehicle left turn volumes are significant at Russell Street, which requires maintaining a dedicated left turn only lane. To accommodate bothBikeway motorists Design and bicyclists at this intersection a marked shared lane has been developed. Russell Street is also a popular east/west city 025 50 100 Source: Data obtained from City of Portland Feet Author: DM I bikewayDate: May 2012 with existing on-street bike lanes. Northbound bicyclists traveling on Williams that plan to turn eastbound on Russell Street may not be comfortable navigating across the motor vehicle travel path in advance of the intersection so a turn box has been established just in front of the existing crosswalk.

The existing concrete diverter at Graham Street proves a challenge for this design. Care was taken to separate modes through this section, however, additional steps may be required to safely accommodate all roadway users. Historically, the intersection of Williams and Stanton St has been an area of concern for the community, and there have been numerous requests for a sginal at this intersection. The recommended concept for this intersection would help to increase pedestrian comfort and safety at this intersection by adding a curb extension to reduce crossing distance. In addition, pedestrians would only need to cross a single lane of traffic, as opposed to multiple lanes. ALTA PLANNING + DESIGN 1 6 RECOMMENDED CONCEPT DETAILS NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT Stanton Street to Cook Street

Add curb extension;

NE COOK ST NE FARGO ST

NE MORRIS ST

Requires parking NE MONROE ST

NE STANTON ST removal White”candlesticks” or other bollard creates physical bu er Work with TriMet to relocate bus stop P P

P P P P P P

P P P P

Remove existing New signal at NE curb extension Cook Street

P P

10’ 8’ 2’ 7’ 3’ 12’ 8’ 10’ SIDEWALK PARKING LANE Buf- BIKE Buf- TRAVEL LANE PARKING LANE SIDEWALK fer LANE fer 40’ curb-to-curb (South of NE Monroe) 10’ 7’ 3’ 11’ 13’ 8’ 10’ SIDEWALK BIKE LANE Buf- TRAVEL LANE TRAVEL LANE PARKING LANE SIDEWALK fer N VANCOUVER AVE 40’ curb-to-curb 025 50 100 Feet (North of Cook St) I

PROPOSED CONCEPT: Left-Side Buered Bike Lane - North Williams Avenue - Stanton Street to Cook Street (Segment 3) KEY FEATURES CityOne of Portlandof the most popular strategies for managing the impact of motor vehicle traffic leaving the nearby Fremont Bridge is Bikeway Design Source:to Dataadd obtained a from signal City of Portland at the Cook Street intersection. This will help to increase predictable behavior at a problematic intersection Author: DM Date:for May 2012pedestrians, bicyclists and motorists. The left-side buffered bikeway transitions into a barrier-protected buffered bike lane after Cook Street. Two motor vehicle through lanes are maintained, beginning at Cook Street, to help manage higher motor vehicle volumes in this section. The westside parking lane has been removed to continue the buffered bike lane. White “candlesticks” or another barrier device is recommended to prevent motorists from entering the bikeway in advance of the planned New Seasons Market driveway.

ALTA PLANNING + DESIGN 1 7 RECOMMENDED CONCEPT DETAILS NORTH WILLIAMS TRAFFIC OPERATIONS SAFETYConvert PROJECT rst parking space into a bike corral (this

Cook Street to Failing Street space willP be dicult to access for motor vehicles) NE CLEVELAND AVE Add curb extensions Add

NE BEECH ST

signage P Add signage

NE IVY ST

NE FAILING ST

NE FREMONT ST Add

Work with TriMet signage to P Add Add planter/diverter relocate bus stop signage Add curb extensions Add curb extensions and clarifying signage north of intersection Add signage Add

P P signage P P 10’ 8’ P SIDEWALK PARKING LANE

P 15’ 30’ P

Convert rst parking space Add Add 10’ 8’ signage into a bike corral (this signage Add SIDEWALK PARKING LANE CONCEPT TWO: Left-Side15’ Buered Bike Lane (Cook St to Fremont St) and Left-Side Bike Lane with Forced Left-Turns for Motorists (Fremont St to Skidmore St) space will be dicult to signage Add access for motor vehicles) signage City of Portland Bikeway Design Source: Data obtained from City of Portland10’ 8’ Author: DM SIDEWALK PARKING LANE FUTURE NEW SEASONS MARKETDate: June 2012 CONCEPT TWO: Left-Side15’ Buered Bike Lane (Cook St to Fremont St) and Left-Side Bike Lane with Forced Left-Turns for Motorists (Fremont St to Skidmore St)

City of Portland Bikeway Design Source: Data obtained from City of Portland Author: DM Date: June 2012 CONCEPT TWO: Left-Side Buered Bike Lane (Cook St to Fremont St) and Left-Side Bike Lane with Forced Left-Turns for Motorists (Fremont St to Skidmore St)

City of Portland Bikeway Design 10’ 8’ 3’ 9’ 12’ 8’ 10’ Source: Data obtained from City of Portland Author: DM SIDEWALK PARKING LANE SHARED LANE TRAVEL LANE PARKING LANE SIDEWALK Date: June 2012 N VANCOUVER AVE 15’

40’ curb-to-curb (South of Mason St) 025 50 100 Feet I

PROPOSED CONCEPT: Left-Side Shared Left-Turn Lane and Bike Lane - North Williams Avenue - Ivy Street to Failing Street (Segment 4) KEY FEATURES City ofIt Portland is expected that there will be high levels of activity at the driveway to the planned New Seasons Market. Green thermoplastic Bikeway Design 025 50 100 Source: Data obtained from City of Portland Feet Author: DMand dashed lane markings are proposed to help mitigate conflicts. The Fremont Street intersection experiences some of the I Date: May 2012highest turn volumes on the corridor and a series of alternate intersection concepts were developed to demonstrate how motor vehicle operations can be maintained while also meeting the needs of bicycle through traffic. The left-side shared bikeway and left-turn lane facility begins mid-block north of Fremont Street. Pavement yield markings and signage alert motorists to yield to bicyclists in the mid-block transistion area. At the end of each block, beginning with Beech Street, a planter flanking the bike lane requires motorists traveling in the shared lane to turn left at the intersection. Bicyclists are able to continue traveling through.

ALTA PLANNING + DESIGN 1 8 RECOMMENDED CONCEPT DETAILS NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT Failing Street to Skidmore Street

NE CLEVELAND AVE

NE SHAVER ST

NE MASON ST

NE SKIDMORE ST

Add planter/diverter and clarifying signage north of intersection

P P P P

P P

P 85’ P 30’ 30’ P 50’

Convert rst parking space Convert 3 - 4 parking Add into a bike corral (this spaces to left turn lane Convert rst parking space Convert 2 -3 parking signage space will be dicult to Add into a bike corral (this signage spaces to left turn lane space will be dicult to access for motor vehicles) access for motor vehicles)

10’ 8’ 3’ 9’ 12’ 8’ 10’ SIDEWALK PARKING LANE SHARED LANE TRAVEL LANE PARKING LANE SIDEWALK N VANCOUVER AVE 15’

40’ curb-to-curb (South of Mason St) 025 50 100 Feet I

PROPOSED CONCEPT: Left-Side Shared Left-Turn Lane and Bike Lane - North Williams Avenue - Failing Street to Skidmore Street (Segment 4) KEY FEATURES CityThe of Portlandshared left-side bikeway and left-turn lane continues through the commercial Bikeway Design 025 50 100 Source:area Data obtained to fromSkidmore City of Portland Street. Left-turn volumes at Shaver Street and Skidmore warrant Feet Author: DM I Date:dedicated May 2012 turn lanes, so through bicyclists are directed to a bike lane pocket between the turn and through movement motor vehicle travel lanes.

ALTA PLANNING + DESIGN 1 9 RECOMMENDED CONCEPT DETAILS NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT Skidmore Street to Wygant Street

NE GOING ST

NEWYGANT ST

NE PRESCOTT ST

P P

P P P P P P P P P P

Add curb extensions P

Create bicycle left turn

P pocket and turn box

N VANCOUVER AVE

10’ 8’ 2’ 7’ 3’ 12’ 8’ 10’ SIDEWALK PARKING LANE Buf- BIKE Buf- TRAVEL LANE PARKING LANE SIDEWALK fer LANE fer

025 50 100 40’ curb-to-curb Feet (South of NE Wygant) I

PROPOSED CONCEPT: Left-Side Buered Bike Lane - North Williams Avenue - Skidmore Street to Wygant Street (Segment 5) KEY FEATURES CityThe of Portlandleft-side buffered bike lane begins again after Skidmore Street and continues Bikeway Design Source:through Data obtained from to City of the Portland project’s terminus at Killingsworth Street. Going Street is a designated Author: DM Date:Neighborhood May 2012 Greenway, so an increased design emphasis for bicyclists and pedestrians has been developed here. The curb extension helps to improve the visibility of pedestrians and reduce the crossing distance, while the green turn box helps right-turning bicyclists do so comfortably.

ALTA PLANNING + DESIGN 2 0 RECOMMENDED CONCEPT DETAILS NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT Alberta Street to Emerson Street NE CLEVELAND AVE

NE ALBERTA ST

NE SUMNER ST

NE EMERSON ST

5 second bus queue jump when activated EXCEPT BUS

P P P

P P P P P P

P P P P P

Add signage ALTERNATE CONFIGURATION: CONVERT LEFT TURN LANE TO LEFT-SIDE BUFFERED BIKE LANE

5 second bus queue jump when activated EXCEPT BUS

P P P

P P P P P P

N MOOREP AVE P P P 10’ 8’ 2’ 7’ 3’ 12’ 8’ 10’ Convert left turn lane to SIDEWALK PARKING LANE Buf- BIKE Buf- TRAVEL LANE PARKING LANE SIDEWALK fer LANE fer a through/left travel lane

N WEBSTERN ST

N ROSELAWN ST 40’ curb-to-curb (South of NE Sumner)

N VANCOUVER AVE

025 50 100 Feet I

PROPOSED CONCEPT: Left-Side Buered Bike Lane - North Williams Avenue - Alberta Street to Emerson Street (Segment 5) KEY FEATURES CityThe of Portland off-set intersection with Alberta Street and the existing bus stop in the right Bikeway Design Source:turn Data obtained only from City of lane Portland were challenges in this section. To better facilitate movement of bus Author: DM Date: Maytraffic 2012 a bus queue jump is proposed, similar the one at Southeast Belmont Street and Southeast Cesar Chavez Blvd. In addition, two separate intersection designs are under consideration for accommodating through bicycle traffic and left-turning motorists.

ALTA PLANNING + DESIGN 2 1 RECOMMENDED CONCEPT DETAILS NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT Emerson Street to Killingsworth Street

NE SUMNER ST

NE EMERSON ST

P P P P P

P P P P P P P

N MOORE AVE 10’ 8’ 2’ 7’ 3’ 12’ 8’ 10’ SIDEWALK PARKING LANE Buf- BIKE Buf- TRAVEL LANE PARKING LANE SIDEWALK fer LANE fer

N WEBSTERN ST

N ROSELAWN40’ ST curb-to-curb (South of NE Emerson)

N VANCOUVER AVE

N KILLINGSWORTH ST 025 50 100 Feet I

PROPOSED CONCEPT: Left-Side Buered Bike Lane - North Williams Avenue - Webster Street to Killingsworth Street (Segment 5) KEY FEATURES City of Portland BikewayThe treatment Design in advance of the intersection with Killingsworth Street involves the 025 50 100 Source: Data obtained from City of Portland Feet Author:use DM of green thermoplastic to highlight the conflict area between merging motorists I Date: May 2012 and through bicyclists. The bike lane pocket positions bicyclists for good access to the existing Neighborhood Greenway north of the intersection.

ALTA PLANNING + DESIGN 2 2 RECOMMENDED CONCEPT TRAFFIC IMPACT ASSESSMENT NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

The recommended concept for North Williams STANTON STREET TO COOK STREET SKIDMORE STREET TO WYGANT STREET improves conditions for all active transportation modes and transit while also maintaining current • Providing a single northbound lane on North • Providing a single northbound lane on North conditions for motor vehicles. The following Williams is expected to adequately serve Williams is expected to adequately serve motor section identifies traffic operations observations motor vehicles and TriMet buses. vehicles and TriMet buses. that should be kept in mind as the recommended • When North Williams’ intersection with Cook • As the popularity of the Going Street concept moves toward design, construction and Street is signalized, existing delays to motor Neighborhood Greenway increases, the demand daily operation. vehicles and TriMet buses will be mitigated for bicycle right turns from North Williams significantly. could create queuing and congestion challenges • The traffic signing and striping associated for bicyclists. WINNING WAY TO I-5 ON-RAMP with merging right-turning motor vehicles and • The traffic signing, striping and signal timing bicyclists as they approach Cook Street will ALBERTA STREET TO EMERSON STREET associated with transitioning the bike lane require detailing during final design. from the right side of North Williams to the • Providing a single northbound lane on North left will require detailing in cooperation with Williams is expected to adequately serve motor ODOT during final design. COOK STREET TO FAILING STREET vehicles and TriMet buses. • Providing a single northbound lane on North • Reconfiguring North Williams’ motor vehicle • Reconfiguring North Williams’ motor vehicle Williams is expected to adequately serve lanes at Fremont Street is not expected to lanes at Alberta Street from two lanes for motor vehicles and TriMet buses. significantly impact motor vehicles. Even through moves to one through lane and a left- during the busiest times of the day drivers can turn lane is not expected to significantly impact still expect to experience no new delay when motor vehicles. Even during the busiest times HANCOCK STREET TO SACRAMENTO STREET traveling through the intersection. of the day drivers can still expect to experience • Providing a single northbound lane on North • The traffic signing and striping and signal no new delay when traveling through the Williams is expected to adequately serve timing associated with crossing right-turning intersection. motor vehicles and TriMet buses. motor vehicle and through bicycles as they • The traffic signing and striping and signal • As the popularity of the Tillamook approach Fremont Street will require detailing timing associated with right-turning motor Neighborhood Greenway increases, the during final design. vehicles and bicyclists sharing the same lane demand for bicycle right turns from North will require detailing during final design. Williams could create queuing and congestion challenges for bicyclists. FAILING STREET TO SKIDMORE STREET EMERSON STREET TO KILLINGSWORTH STREET • Reconfiguring North Williams’ motor vehicle lanes from two lanes to one at the signalized • Providing a single northbound lane on North RUSSELL STREET TO STANTON STREET intersections with Shaver Street and Skidmore Williams is expected to adequately serve motor • Reconfiguring North Williams’ motor vehicle Street is not expected to significantly impact vehicles and TriMet buses. lanes at Russell Street, from two through lanes motor vehicles. Even during the busiest • Reconfiguring North Williams’ motor vehicle to one, is not expected to significantly impact times of the day drivers can still expect to lanes at Killingsworth Street to create a through motor vehicles. Even during the busiest experience no new delay when traveling lane for bicycles is not expected to significantly times of the day drivers can still expect to through this section of NorthWilliams. impact motor vehicles. Even during the experience no new delay when traveling • The traffic signing and striping and signal busiest times of the day drivers can still expect through the intersection. timing associated with right-turning motor to experience no new delay when traveling • The traffic signing and striping, as well as the vehicles and bicyclists sharing the same lane through the intersection. signal timing associated with merging motor will require detailing during final design. • The traffic signing and striping and signal vehicles from Graham Street with through timing associated with crossing right-turning traffic on North Williams will require detailing motor vehicle and through bicycles as they during final design. approach Killingsworth Street will require detailing during final design.

ALTA PLANNING + DESIGN 2 3 FREQUENTLY ASKED QUESTIONS NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

Did the project team consider a right-side cycle Portland’s lowest classification of arterial streets. track facility on North Williams? (NE MLK Blvd, by way of contrast, is a Major City Traffic Street, a higher classification.) North Yes, the idea for a right side cycle track was Williams is also classified as a Major City Bikeway, publicly vetted at the first Open House in April which means that developing safe and comfortable 2011 and discussed by the Stakeholder Advisory bicycle transportation infrastructure is a priority Committee. City staff and the Committee did not on this street. recommend it due to complications with transit operations on the street, wheelchair and LIFT Does the preferred concept for North Williams access problem, negative impacts to emergency consider impacts to new development on the vehicle access and loss of on-street parking. corridor?

Are left-side bikeways used elsewhere in the In order to predict the impacts of changes to North City? Williams – such as converting a motor vehicle travel lane, changing signal timing or adding turns There are several examples of left-side bikeways lanes – City staff used a traffic model. This model in Portland. Of note, is the left-side bike lane on looks twenty years into the future and predicts SW 12th Ave that links Portland State University where people will be travelling to and from and to Jefferson St and NW Portland. There is also what streets they will use for those trips. The a left-side bike lane on SW 5th Ave between the model assumes that the city—and the properties Portland Building and Portland State University around North Williams—continue to develop into that has been operating since 2010. In other US new buildings, as they have in the past. cities, such as Minneapolis and New York City, The Stakeholder Advisory Committee was left-side bike lanes have been used extensively and presented with the results of this traffic modelling, successfully. including future new development, and their recommendation for a new design was based in Why can’t bicyclists use the side streets (NE part on it. Rodney) instead of riding on North Williams? How much is on-street parking impacted by this Just like when they drive, most people want to recommendation? bicycle on a direct route, without many turns that send them out of the way. The side streets east On-street parking will be mostly unchanged when and west of North Williams are disconnected and this recommendation is implemented. However, require making undesirable jogs in the route. new “No Parking” zones will be established at These routes also require difficult unsignalized some intersections to improve pedestrian visibility, crossings of busy east/west streets, which and there will be some parking removal between makes them poor substitutes for bicycling North Cook St and Fremont St (in front of the planned Williams. Streets east of 9th Ave, meanwhile, New Seasons Market). If TriMet moves bus stop present very steep hills. locations in concert with this project, those may result in parking changes as well. Isn’t North Williams an Arterial street?

North Williams is classified for car travel as a Neighborhood Collector, which belongs to

ALTA PLANNING + DESIGN 2 4 APPENDICES NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

APPENDIX A. TECHNICAL ADVISORY COMMITTEE MEMBERS

APPENDIX B. EXISTING CONDITIONS REPORT

APPENDIX C. LIST OF PUBLIC OUTREACH EVENTS

APPENDIX D. INITIAL CONCEPT DEVELOPMENT MEMO

APPENDIX E. SAC FINAL RECOMMENDATIONS APPENDIX A. Technical Advisory Committee for the Bikeway Development Projects

Member AGENCY Group Notes Wendy Cawley PBOT Traffic Engineering Dave Nunamaker BES Engineering Ivy Dunlap BES Stormwater Management Rick Aragon Portland Fire Bureau Erin Smith Portland Police Heather Boll TriMet 503-962-2277 Carol Herzberg PDC Interstate Corridor Irene Bowers PDC Oregon Convention Center Roger Geller PBOT Bicycle Coordinator April Bertelsen PBOT Pedestrian Coordinator Jimi Joe PBOT Civil Design Peter Koonce PBOT Signals and Street Lighting Larry Stevens PBOT Maintenance Group Dave Hutson PBOT Maintenance Group Kirsten Byers PBOT Maintenance Group Mauricio Leclerc PBOT Central City Plan N/NE Quadrant Jay Rogers PBOT Parking Control Ellen Vanderslice PBOT Project Manager APPENDIX A NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT APPENDIX A. APPENDIXDan Layden A. PBOT Project Technical Advisory Committee for the Bikeway Development ProjectsTechnical Advisory Committee for the Bikeway DevelopmentManagement Projects TECHNICAL ADVISORY COMMITTEE MEMBERS Rob Burchfield PBOT Traffic Member AGENCY Group NotesMember AGENCY Operations Group Notes Wendy Cawley PBOT Traffic SteveWendy Durrant Cawley AltaPBOT Planning + Traffic Engineering Design Engineering Dave Nunamaker BES Engineering AdrianDave Nunamaker Witte AltaBES Planning + Engineering Ivy Dunlap BES Stormwater Ivy Dunlap Design BES Stormwater Management Mike Tresidder Alta Planning + Management Rick Aragon Portland Fire Bureau Rick Aragon Design Portland Fire Bureau Erin Smith Portland Police ErinRobin Smith Wilcox PortlandAlta Planning Police + Heather Boll TriMet 503-962-2277Heather Boll TriMetDesign 503-962-2277 Carol Herzberg PDC Interstate CarolDrew HerzbergMeisel PDCAlta Planning + Interstate Corridor Design Corridor Irene Bowers PDC Oregon IreneMike BowersColeman PDCKAI Oregon Convention Michelle Poyourow Michelle Poyourow Convention Center Consulting Center Roger Geller PBOT Bicycle RogerScott Bricker Geller PBOTScott Bricker Bicycle Coordinator Consulting Coordinator April Bertelsen PBOT Pedestrian April Bertelsen PBOT Pedestrian Coordinator Coordinator Jimi Joe PBOT Civil Design Jimi Joe PBOT Civil Design Peter Koonce PBOT Signals and Peter Koonce PBOT Signals and Street Lighting Street Lighting Larry Stevens PBOT Maintenance Larry Stevens PBOT Maintenance Group Group Dave Hutson PBOT Maintenance Dave Hutson PBOT Maintenance Group Group Kirsten Byers PBOT Maintenance Kirsten Byers PBOT Maintenance Group Group Mauricio Leclerc PBOT Central City Mauricio Leclerc PBOT Central City Plan N/NE Plan N/NE Quadrant Quadrant Jay Rogers PBOT Parking Control Jay Rogers PBOT Parking Control Ellen Vanderslice PBOT Project Ellen Vanderslice PBOT Project Manager Manager Dan Layden PBOT Project Dan Layden PBOT Project Management Management Rob Burchfield PBOT Traffic Rob Burchfield PBOT Traffic Operations Operations Steve Durrant Alta Planning + Steve Durrant Alta Planning + Design Design Adrian Witte Alta Planning + Adrian Witte Alta Planning + Design Design Mike Tresidder Alta Planning + Mike Tresidder Alta Planning + Design Design APPENDIX B NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

NORTH WILLIAMS EXISTING CONDITIONS REPORT

MEMORANDUM

Date: February 5, 2011 Project #: 11049.0

To: Ellen Vanderslice City of Portland 1120 SW 5th Avenue Portland, OR 97204

From: Mike Coleman and Jessica Horning Project: Portland Bikeway Project Development Subject: North Williams Existing Conditions

This technical memorandum describes the existing transportation conditions on the North Williams Avenue corridor between Weidler Street and Killingsworth Street. The assessment of existing conditions is based on a compilation of parking, transit, and transportation data obtained from available sources and is intended to inform future alternatives analyses. The details of the existing conditions analysis are documented herein.

INTRODUCTION

The Portland Bicycle Plan for 2030 sets a new direction for bikeway design and network completion in Portland. The plan emphasizes creating conditions to make bicycling more attractive than driving for short trips, and on completing a bikeway network that attracts new riders. A new generation of bikeway designs is envisioned to make riders feel safer and more comfortable than they would in standard bike lanes. To achieve these objectives, the City aims to pilot and implement a variety of separated in‐roadway designs, including cycle tracks, buffered bike lanes, contra‐flow bike lanes, and wide bike lanes.

EXISTING CONDITIONS

To provide information on opportunities and constraints on potential pedestrian and bicycle design treatments, the existing conditions analysis identifies traffic volumes and operations, parking supply and demand, public transportation supply and demand, and bicycle/pedestrian safety issues along the North Williams corridor. Figure 1 shows existing cross sections on the North Williams corridor.

FILENAME: H:\PROJFILE\11049 - PORTLAND BIKEWAY PROJECT DEVELOPMENT\REPORT\DRAFT\WILLIAMS\WILLIAMS EXISTING CONDITIONS_V3.DOC

MEMORANDUM

Date: February 5, 2011 Project #: 11049.0

To: Ellen Vanderslice City of Portland 1120 SW 5th Avenue Portland, OR 97204

From: Mike Coleman and Jessica Horning Project: Portland Bikeway Project Development Subject: North Williams Existing Conditions

INTRODUCTION

EXISTING CONDITIONS

North Williams Traffic Operations Safety Project January 2011

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1. KILLINGSWORTH STREET 2. ALBERTA STREET 3. BEECH STREET

P P P

6’ 4’ 10’ 10’ 6’ 14’ 10’ 6’ 4’ 10’ 10’ 5’ 4’ 11’ 10’ 6’ 4’ 7’ 10.5’ 10.5’ 5’ 7’ 10’ SIDE- PARKING LEFT TURN BIKE RIGHT SIDEWALK SIDE- TRAVEL LANE TRAVEL LANE BIKE RIGHT SIDEWALK WALK LANE TRAVEL LANE LANE TURN LANE SIDE- PARKING TRAVEL LANE TRAVEL LANE BIKE PARKING SIDEWALK WALK LANE TURN LANE WALK LANE LANE LANE W E 40’ Road Width W 40’ Road Width E W 40’ Road Width E

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FIGURE

Measurements taken using GIS from 2009 Orthro Imagery provided by the City of Portland EXISTING CROSS SECTIONS - NORTH WILLIAMS AVENUE 1

KITTELSON & ASSOCIATES, INC. TRANSPORTATION ENGINEERING / PLANNING Portland Bikeway Project Development Project #: 11049.0 February 5, 2011 Page 2

Traffic Operations

Motor Vehicles

Figure 2 shows existing traffic controls and volumes on the North Williams corridor. P.M. peak hour traffic volumes are relatively consistent along the entire corridor (700 to 1,000 motor vehicles/hour), with the exception of the block between Broadway and the I‐5 on‐ramp, which serves the highest volume on the corridor, approximately 1,570 motor vehicles/hour.

Intersections with high volumes of turning movements and east/west cross traffic have higher potential for motor vehicle/bicycle conflicts than intersections that serve primarily northbound traffic, due to higher volumes of motor vehicles crossing marked bike lanes and visibility issues. Drivers traveling on low bicycle volume cross streets may also be unaware of the need to be alert for high bicycle volumes on North Williams. Turning movements and cross traffic volumes are highest at the following intersecting streets:

• Broadway/Weidler couplet at the southern end of the corridor;

• Russell Street, which is one of the few surface streets that provides access across I‐5;

• Fremont/Cook Street, which provides access/egress to/from I‐405’s Fremont Bridge;

• Alberta Street neighborhood commercial corridor; and

• Killingsworth Street at the northern end of the corridor.

Emanuel Hospital and the related medical office uses are the highest generator of transportation activity along the corridor.

Of the locations analyzed, all of the intersections along the corridor meet City of Portland level‐ of‐service “D” or better conditions. These intersections generally opeate well below capacity and at a level‐of‐service “A” or “B” during both the a.m. and p.m. peak periods.

Figure 3 shows existing speed profiles for select locations on North Williams and North Vancouver Avenue. Both corridors have a posted speed limit of 30 miles per hour. On the North Williams corridor, 31 to 52 percent of motor vehicles were observed to exceed the speed limit and the 85th percentile speed was 33 to 36 miles per hour. In comparison, only 12 percent of motor vehicles on the North Vancouver corridor were found to exceed the speed limit and the 85th percentile speed was 29 miles per hour.

Bicycles

The North Williams corridor is one of the most popular bicycle corridors in the Portland metropolitan area. P.M. peak hour bicycle volumes at various locations along the corridor were observed to be as follows:

Kittelson & Associates, Inc. Portland, Oregon Portland Bikeway Project Development Project #: 11049.0 February 5, 2011 Page 2

Traffic Operations

Motor Vehicles

• Broadway/Weidler couplet at the southern end of the corridor;

• Russell Street, which is one of the few surface streets that provides access across I‐5;

• Fremont/Cook Street, which provides access/egress to/from I‐405’s Fremont Bridge;

• Alberta Street neighborhood commercial corridor; and

• Killingsworth Street at the northern end of the corridor.

Emanuel Hospital and the related medical office uses are the highest generator of transportation activity along the corridor.

Bicycles

Kittelson & Associates, Inc. Portland, Oregon North Williams Traffic Operations Safety Project January 2011

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PAGE I5 èéëìíFREMONT VANCOUVER

RUSSELL èéëìí èéëìí èéëìí èéëìíWHEELER IVY WILLIAMS AVE-I5 FWY Data Source: City of Portland Annual Bike Count (2010), Quality Counts Bike & Vehicle Counts (2011)

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Motor Vehicles per Hour (vph) Vehicles Motor per Hour (vph) Vehicles Motor

LEGEND OPERATIONS Traffic Volume (motor vehicles/hour) < 600 900 - 1,200 EXISTING CONDITIONS - OPERATIONS FIGURE 600 - 900 > 1,200 PM PEAK HOUR TRAFFIC VOLUME 0 250 500 1,000 2 Feet

KITTELSON & ASSOCIATES, INC. TRANSPORTATION ENGINEERING / PLANNING North Williams Traffic Operations Safety Project January 2011

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Speed Profile for Williams Avenue, Speed Profile for Vancouver Avenue, Speed Profile for Williams Avenue, North of Beech Street (2007) North of Beech Street (2007) North of Hancock Street (2008)

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FIGURE EXISTING SPEED PROFILES - NORTH WILLIAMS AVENUE 3

KITTELSON & ASSOCIATES, INC. TRANSPORTATION ENGINEERING / PLANNING PortlandPortland Bikeway Project Project Development Development Project #: Project11049.0 #: 11049.0 February 5, 2011 Page 3 February 5, 2011 Page 3

• Williams at Broadway Avenue = 310 bicycles per hour (May 2009) • WilliamsPortland Bikeway at Broadway Project Development Avenue = 310 bicycles per hour (May 2009) Project #: 11049.0 February 5, 2011 Page 3 • Williams at Russell Street = 385 bicycles per hour (August 2010) • Williams• Williams at Russell at Broadway Street = 385Avenue bicycles = 310 bicyclesper hour per (August hour (May 2010) 2009) • Williams at Cook/Fremont Streets = 235 bicycles per hour (January 2011) • Williams• Williams at Cook/Fremont at Russell Street Streets = 385 = bicycles 235 bicycles per hour per (August hour 2010)(January 2011) Of the 109 non‐bridge intersections that were observed citywide for the City of Portland’s 2010 Ofbicycle the 109count, non• the‐Williamsbridge North intersections Williams/Russellat Cook/Fremont that Streetsintersection were = 235observed bicycleshad the citywideper 5th hourhighest (January for bicycle the 2011) City traffic of volumePortland’s 2010 1 (over 3,000 daily bicycle trips). Figure 4 compares daily bicycle volumesth observed at North bicycle count,Of the the 109 Northnon‐bridge Williams/Russell intersections that intersection were observed had citywide the 5 for highest the City bicycle of Portland’s traffic 2010 volume Portland intersections during the City’s annual bicycle counts since 2000. In 2010, the North (over 3,000bicycle daily count, bicycle the North trips). Williams/Russell1 Figure 4 compares intersection daily had bicyclethe 5th highest volumes bicycle observed traffic volume at North Williams corridor was also observed to be one of 10 locations citywide with the highest Portland (overintersections 3,000 daily during bicycle thetrips). City’s1 Figure annual 4 compares bicycle daily counts bicycle since volumes 2000. observed In 2010, at theNorth North percentage of female cyclists, an important indicator of success in creating safe, comfortable and Portland intersections during the City’s annual bicycle counts since 2000. In 2010, the North Williamsattractive conditionscorridor forwas bicycling. also observed to be one of 10 locations citywide with the highest percentageWilliams of female corridor cyclists, was analso important observed indicatorto be one ofof success10 locations in creating citywide safe, with comfortable the highest and percentage of female cyclists, an important indicator of success in creating safe, comfortable and Figure 4 Daily Bicycle Traffic at Select North Portland Intersections attractive attractiveconditions conditions for bicycling. for bicycling.

Figure 4 Figure Daily4 BicycleDaily Bicycle Traffic Traffic at Select at Select North North Portland Portland Intersections Intersections

Source: Portland Bicycle Count Report 2010 Source: Portland Bicycle Count Report 2010

1 The four highest non‐bridge bicycle traffic volumes were recorded at: North Interstate/Lloyd/Oregon 1 (over 4,000 dailyThe fourtrips), highest SW Harrison/Ladd non‐bridge bicycle Circle traffic and SW volumes Waterfront were Park/Morrisonrecorded at: North (over Interstate/Lloyd/Oregon 3,750 daily trips each), and SW(over Waterfront 4,000 daily Park/Ankeny trips), SW Harrison/Ladd (over 3,250 dailyCircle trips). and SW WaterfrontSource: Park/Morrison Portland (over Bicycle 3,750 Count daily Report trips 2010 each), and SW Waterfront Park/Ankeny (over 3,250 daily trips).

Kittelson & Associates, Inc. Portland, Oregon Kittelson & Associates, Inc. Portland, Oregon 1 The four highest non‐bridge bicycle traffic volumes were recorded at: North Interstate/Lloyd/Oregon (over 4,000 daily trips), SW Harrison/Ladd Circle and SW Waterfront Park/Morrison (over 3,750 daily trips each), and SW Waterfront Park/Ankeny (over 3,250 daily trips).

Kittelson & Associates, Inc. Portland, Oregon Portland Bikeway Project Development Project #: 11049.0 February 5, 2011 Page 4

On-Street Parking

Figure 5 shows existing on‐street parking supply and peak daily demand along the North Williams corridor. In October 2010, a planning level assessment of on‐street parking on the North Williams corridor was conducted. The number of on‐street parking spaces available and the number of spaces in use was inventoried during the business day and during the evening hours. These counts were used to estimate maximum daily on‐street parking usage. Appendix A shows the results of the parking supply and demand estimates for North Williams Avenue.

Based on this inventory, there are 721 on‐street parking spaces (375 west side, 346 east side) on the North Williams corridor. On‐street parking is also available on most cross streets. Overall, parking spaces on the west side of North Williams are less utilized than those on the east side of the street. Areas where most on‐street parking is generally under‐utilized during the day (less than 50% utilization) include:

• Broadway to Morris (except near Knott, Sacramento, and Tillamook)), and • Shaver to Wygant (except near Skidmore and Going). Areas where virtually all on‐street parking is utilized during the day (greater than 85% usage) include:

• Alberta to Killingsworth near multiple businesses and community uses, • Morris to Shaver near multiple businesses and community uses, and • Knott to Graham near Legacy Hospital.

Safety

Figure 6 shows the locations of reported bicycle and pedestrian crashes between January 1, 2005 and December 31, 2009 on the North Williams corridor. Over this period, 24 bicycle crashes and four pedestrian crashes were reported. Appendix B includes a detailed summary of reported bicycle and pedestrian crashes on North Williams Avenue between 2005 and 2009.

Seven of the reported bicycle crashes involved westbound motor vehicles making right turns from Broadway to North Williams Avenue. Striping and signal changes ‐ including addition of a “No Turn on Red” LED signal and bike signal – were implemented at this intersection in October, 2010 in an attempt to reduce bicycle/motor vehicle conflicts and crashes at this intersection. Future crash volumes at this intersection should be monitored to evaluate the effectiveness of these treatments and the potential need for additional safety improvements.

Seven crashes (six bicycle and one pedestrian) were also reported at the Cook and Fremont intersections between 2005 and 2009. This concentration of crashes is likely due to the high volume of motor vehicles accessing and egressing I‐405’s Fremont Bridge via these streets, resulting in a high volume of turning movements and east/westbound cross traffic compared to the rest of the corridor. The majority of crashes at the Cook and Fremont intersections involved turning motor vehicles, however, no clear trend is observable from the available data.

Kittelson & Associates, Inc. Portland, Oregon North Williams Traffic Operations Safety Project January 2011

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City of Portland Vehicle Counts (2004)

*Note: Number of parking stalls in use during the weekday AM and PM peak hours was observed. The higher of these LEGEND PARKING was used to calculate usage. On-Street Parking Use* 0% - 49% (Low Parking Usage) EXISTING CONDITIONS - PARKING FIGURE 50% - 84% (Moderate Parking Usage) 0 250 500 1,000 ON-STREET PARKING SUPPLY AND PEAK USE 5 85% - 100% (High Parking Usage) Feet

KITTELSON & ASSOCIATES, INC. TRANSPORTATION ENGINEERING / PLANNING North Williams Traffic Operations Safety Project January 2011

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Data Source: Portland Department of Transportation, 2005-2009

LEGEND SAFETY North Williams ½ Single Two Avenue ¢ Pedestrian ½ Pedestrian Seven (Study Corridor) Crash ¢ Crashes Bicycle Three FIGURE Single Two Crashes EXISTING CONDITIONS - SAFETY Bicycle 0 250 500 1,000 Bicycle Bicycle REPORTED CRASHES INVOLVING BICYCLISTS Feet ¢ Crashes 6 Crash ¢ Crashes AND PEDESTRIANS (2005-2009)

KITTELSON & ASSOCIATES, INC. TRANSPORTATION ENGINEERING / PLANNING Portland Bikeway Project Development Project #: 11049.0 February 5, 2011 Page 5

Four crashes (two bicycle and two pedestrian) were reported at the North Williams/Killingsworth intersection between 2005 and 2009; however; no crashes involving bicycles or pedestrians have been reported at the intersection since 2006, indicating that intersection improvements since this time may have adequately addressed safety issues. The remainder of reported crashes on North Williams occurred on low traffic cross streets and involved east/westbound through movements or left turns. This trend may indicate a need for signage to alert drivers on cross streets to the presence of cyclists on Williams.

Public Transportation

Figure 7 shows the locations of existing bus stops and average daily ridership at stops on the North Williams corridor. TriMet routes 4, 24, and 44 provide service on the corridor on weekdays with 10 to 30 minute peak hour headways.

• Route 4 provides service between St. Johns, downtown Portland, and Gresham;

• Route 24 provides east west service along the Fremont corridor; and

• Route 44 provides service between St. Johns, downtown Portland, and the PCC Sylvania campus.

Appendix C shows a summary of daily bus stop usage for the North Williams Avenue corridor. Bus stops at Cook, Morris, Graham, Russell, and Thompson each have average daily ridership (ons and offs) of over 100 passengers. In several locations on North Williams, bus stops are located on curb bump outs, resulting in buses stopping in the marked bike lane when serving the stop and requiring cyclists to stop or move into motor vehicle travel lanes. There does not appear to be a correlation between bus stop and bicycle/pedestrian crash locations on the corridor, with the exception of the Cook and Fremont intersections; however, these intersections are also high cross traffic and turning movement locations.

CONCLUSIONS

On‐street parking on North Williams is generally adequate to accommodate typical weekday demands. Several low usage (less than 50% peak utilization) areas have been identified where

Kittelson & Associates, Inc. Portland, Oregon North Williams Traffic Operations Safety Project January 2011 Aerial

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LEGEND TRANSIT North Williams Average Daily Ridership at Bus Stop Avenue a No Data J FIGURE (Study Corridor) a 50 - 100 Ons & Offs EXISTING CONDITIONS - TRANSIT 0 250 500 1,000 a < 50 Ons & Offs > 100 Ons & Offs J BUS STOP LOCATIONS & AVERAGE Feet a J 7 DAILY RIDERSHIP (2010)

KITTELSON & ASSOCIATES, INC. TRANSPORTATION ENGINEERING / PLANNING Portland Bikeway Project Development Project #: 11049.0 February 5, 2011 Page 5

Public Transportation

• Route 4 provides service between St. Johns, downtown Portland, and Gresham;

• Route 24 provides east west service along the Fremont corridor; and

• Route 44 provides service between St. Johns, downtown Portland, and the PCC Sylvania campus.

CONCLUSIONS

In summary, the existing conditions analysis reveals that North Williams Avenue currently meets City of Portland operations standards for motor vehicles. The safety analysis reveals that reported bicycle and pedestrian crashes have occurred most frequently at the intersections of North Williams with Broadway, Fremont, and Cook Streets. Recent signal and striping improvements at the Broadway intersection may have addressed the “right‐hooks” that resulted in most crashes at this intersection, but should continue to be monitored. The project team recommends that the Fremont and Cook intersections be the focus of future safety efforts on North Williams. Potential improvements should address the high volume of cross traffic and turning movements at these intersections and alert drivers on Fremont and Cook to the presence of high volumes of bicycles on Williams. Portland Bikeway Project Development Project #: 11049.0 FebruaryOn‐street 5, 2011parking on North Williams is generally adequate to accommodate typical weekdayPage 6 demands. Several low usage (less than 50% peak utilization) areas have been identified where changes to current on‐street parking arrangements to accommodate bikeways or other improvementsKittelson & Associates, may Inc. have a minimal impact on adjacent land uses. However, severalPortland, areas Oregon with high on‐street parking usage (greater than 85% peak utilization) have also been identified where changes to current on‐street parking supplies would have a significant impact on adjacent land uses. Areas with concentrations of bicycle/pedestrian crashes generally coincide with areas of high on‐street parking usage associated with businesses and community uses on North Williams, which may indicate a need to reevaluate the relationship between bike lanes and on‐street parking in these areas. Though not specifically observed in this analysis, special events at the Rose Quarter may also influence parking demand at the southern end of the corridor.

In addition to motor vehicles and bicycles, North Williams serves a high volume of transit riders. Five bus stops on the corridor served over 100 passengers a day in 2010. Although no clear correlation between bus stop locations and high crash areas was found in this analysis, the high volume of transit users and bicycles on North Williams confirms that there is potential for conflicts between bicycles and buses. In order to reduce potential conflicts between bicycles, buses, and motor vehicles near stops located on curb bump outs, innovative bicycle design treatments may be needed.

Kittelson & Associates, Inc. Portland, Oregon Portland Bikeway Project Development Project #: 11049.0 Portland Bikeway Project Development Project #: 11049.0 February 5, 2011 EXISTING CONDITIONS REPORT APPENDIX A Page 8 February 5,EXISTING 2011 CONDITIONS REPORT APPENDIX B Page 10

Table 1 North Williams Avenue On-Street Parking Summary: Supply & Demand Table 2 Reported Bicycle and Pedestrian Crashes on North Williams (2005-2009)

West Side East Side Total Crash Vehicle Date Time Collision Type Cross Street Type Movement From/To AM PM AM PM AM PM 9/19/2006 4PM TURN BIKE N KILLINGSWORTH PSNGR CAR TURN-L S to W Block Supply Demand Demand Supply Demand Demand Supply Demand Demand Emerson to 8/16/2006 10AM PED PED N KILLINGSWORTH PSNGR CAR TURN-L S to W Killingsworth 12 4 4 11 10 7 23 14 11 1/3/2006 3PM PED PED N KILLINGSWORTH PSNGR CAR TURN-L S to W

Roselawn to Emerson 8 1 2 8 4 2 16 5 4 1/3/2005 3PM TURN BIKE N KILLINGSWORTH PSNGR CAR TURN-R S to E

Sumner to Roselawn 8 4 3 8 8 7 16 12 10 7/12/2006 1PM REAR BIKE N GOING ST PSNGR CAR STOP E to W

Webster to Sumner 10 0 8 10 3 6 20 3 14 7/27/2008 11AM TURN BIKE N BLANDENA ST PSNGR CAR TURN-L S to W

Alberta to Webster 9 2 9 7 2 5 16 4 14 2/10/2007 10PM TURN BIKE N SKIDMORE ST PSNGR CAR TURN-L W to N

Wygant N to Alberta 13 4 3 13 5 7 26 9 10 11/2/2006 6PM ANGL BIKE N MASON ST PSNGR CAR STRGHT W to E Wygant S to Wygant N 3 0 0 3 1 1 6 1 1 11/3/2008 6PM ANGL BIKE N BEECH ST PSNGR CAR STRGHT W to E Blandena to Wygant S 8 3 2 8 3 3 16 6 5 10/23/2008 9AM PED PED N FREMONT ST PSNGR CAR TURN-L W to N Going to Blandena 10 6 4 10 1 4 20 7 8 10/16/2008 6AM ANGL BIKE N FREMONT ST PSNGR CAR TURN-R E to N Prescott to Going 12 4 4 12 3 4 24 7 8 9/2/2005 5PM ANGL BIKE N FREMONT ST PSNGR CAR TURN-R S to E Skidmore to Prescott 13 2 1 13 10 5 26 12 6 8/4/2005 4PM ANGL BIKE N FREMONT ST SEMI TOW STRGHT S to N Mason to Skidmore 18 7 0 18 4 0 36 11 0 3/3/2009 3PM TURN BIKE N COOK ST PSNGR CAR TURN-L W to N Shaver to Mason 18 0 6 18 2 4 36 2 10 Failing to Shaver 18 8 8 18 7 12 36 15 20 6/25/2007 5PM ANGL BIKE N COOK ST PSNGR CAR STRGHT W to E Beech to Failing 18 18 16 18 14 12 36 32 28 10/3/2006 5PM ANGL BIKE N COOK ST PSNGR CAR STRGHT S to N Fremont to Beech 18 6 4 18 10 8 36 16 12 4/28/2009 3PM ANGL BIKE N STANTON ST PSNGR CAR STRGHT W to E Ivy to Fremont 11 0 0 8 0 0 19 0 0 1/2/2005 6PM ANGL BIKE N STANTON ST PSNGR CAR STRGHT W to E Cook to Ivy 9 0 0 9 2 10 18 2 10 7/17/2007 5PM TURN BIKE N MONROE ST PSNGR CAR TURN-L W to N Fargo to Cook 10 0 8 10 0 6 20 0 14 1/26/2005 7PM PED PED N RUSSELL ST PSNGR CAR STRGHT E to W Monroe to Fargo 10 2 8 10 3 5 20 5 13 8/7/2009 6PM TURN BIKE NE BROADWAY PSNGR CAR TURN-R E to N

Morris/Dawson Park to 7/30/2009 8PM TURN BIKE N BROADWAY PSNGR CAR TURN-R E to N Monroe 10 0 6 11 6 10 21 6 16 1/22/2009 8AM TURN BIKE N BROADWAY PSNGR CAR TURN-R E to N Stanton to Morris/Dawson Park 12 0 0 12 0 3 24 0 3 9/25/2008 4PM TURN BIKE N BROADWAY PSNGR CAR TURN-R E to N Graham to Stanton 13 0 1 9 2 3 22 2 4 3/6/2007 11AM TURN BIKE N BROADWAY PSNGR CAR TURN-R E to NW Knott to Graham 13 0 0 8 6 8 21 6 8 12/2/2006 8AM TURN BIKE N BROADWAY PSNGR CAR TURN-R E to N Russell to Knott 12 0 0 12 3 3 24 3 3 10/11/2007 4PM ANGL BIKE N BROADWAY PSNGR CAR STRGHT E to W Sacramento to Russell 15 6 6 15 6 10 30 12 16 8/3/2005 5PM ANGL BIKE N WEIDLER ST PSNGR CAR STRGHT W to E Page to Sacramento 5 1 1 5 1 3 10 2 4 Thompson to Page 8 0 1 8 1 0 16 1 1 Tillamook to Thompson 14 0 6 14 2 8 28 2 14 San Rafael to Tillamook 14 3 4 14 0 4 28 3 8 Hancock to San Rafael 8 3 5 8 0 4 16 3 9 Broadway to Hancock 15 3 3 0 0 0 15 3 3 Weidler to Broadway 0 0 0 0 0 0 0 0 0 TOTAL 375 87 123 346 119 164 721 206 287

Kittelson & Associates, Inc. Portland, Oregon Kittelson & Associates, Inc. Portland, Oregon Portland Bikeway Project Development Project #: 11049.0 February 5, 2011 EXISTING CONDITIONS REPORT APPENDIX C Page 12

Table 3 TriMet Bus Stop Usage

Monthly Route # Stop Location Direction Ons Offs Total Lifts 44 N Williams at Emerson N 3 27 30 2 44 N Williams at NE Alberta N 9 57 66 33 44 N Williams at NE Wygant N 3 32 35 5 44 N Williams at NE Skidmore N 8 39 47 3 44 N Williams at NE Shaver N 7 28 35 3 44 N Williams at NE Beech N 5 27 32 2 44 N Williams at NE Fremont N 4 18 22 1 4 N Williams at NE Cook N 16 68 84 6 24 N Williams at NE Cook N 3 0 3 0 44 N Williams at NE Cook N 7 20 27 3 4 N Williams at NE Morris N 68 85 153 70 24 N Williams at NE Morris N 10 1 11 2 44 N Williams at NE Morris N 18 31 49 24 4 N Williams at NE Graham N 25 101 126 38 24 N Williams at NE Graham N 10 3 13 0 44 N Williams at NE Graham N 7 34 41 10 4 N Williams at NE Russell N 52 81 133 78 44 N Williams at NE Russell N 16 34 50 17 4 N Williams at NE Thompson N 32 44 76 6 44 N Williams at NE Thompson N 17 19 36 2 4 N Williams at NE Tillamook N 14 27 41 8 44 N Williams at NE Tillamook N 5 14 19 1 4 N Williams at NE Broadway N 27 19 46 16 44 N Williams at NE Broadway N 10 8 18 3 TOTAL 376 817 1193 333

Kittelson & Associates, Inc. Portland, Oregon North Williams Traffic Safety Operations Project

APPENDIX C NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT Public Meetings, Events and Outreach

LIST OF PUBLIC OUTREACH EVENTS

Name Date Stakeholder Advisory Committee Meeting 2/1/2011 Stakeholder Advisory Committee Meeting 3/1/2011 Stakeholder Advisory Committee Meeting 4/5/2011 Open House 4/16/2011 Developers Focus Group 4/29/2011 Stakeholder Advisory Committee Meeting 5/3/2011 Local Business Focus Group 5/23/2011 Stakeholder Advisory Committee Meeting 6/7/2011 Community Meeting 6/23/2011 Tabling 6/25/2011 Community Meeting 7/20/2011 Community Meeting 7/27/2011 Stakeholder Advisory Committee Meeting 8/2/2011 Tabling 8/31/2011 Stakeholder Advisory Committee Walking Tour 9/6/2011 Stakeholder Advisory Committee Biking Tour 9/8/2011 Stakeholder Advisory Committee Meeting 10/11/2011 Stakeholder Advisory Committee Meeting 11/1/2011 Community Forum 11/28/2011 Stakeholder Advisory Committee Meeting 12/6/2011 Non‐Profit Focus Group 12/9/2011 Church Focus Group 12/14/2011 Stakeholder Advisory Committee Meeting 1/10/2012 Stakeholder Advisory Committee Work Group Meeting 1/24/2012 Stakeholder Advisory Committee Meeting 2/7/2012 Stakeholder Advisory Committee Meeting 2/21/2012 Stakeholder Advisory Committee Meeting 3/6/2012 Stakeholder Advisory Committee Meeting 3/20/2012 Stakeholder Advisory Committee Meeting 4/3/2012 Open House 5/19/2012 Stakeholder Advisory Committee Meeting 6/19/2012 North Williams Traffic Operations and Safety Project

Initial Concept Development APPENDIX D NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

INITIAL CONCEPT DEVELOPMENT MEMO Memorandum

To: Ellen Vanderslice, Portland Bureau of Transportation From: Adrian Witte, Alta Planning + Design Date: June 23, 2011 Re: North Williams Traffic Operations Safety Project – Initial Concept Development

This memorandum describes the process and outcomes of initial concept development for the North Williams Traffic Operations Safety Project. These projects explore traffic operations improvements, particularly including enhanced bikeways, along approximately 2 miles of North Williams Avenue between Weidler Street and Killingsworth Street with the purpose of “making travel on North Williams Avenue safer and more comfortable for all users”. Project objectives were established at the beginning of the project to guide the development and refinement of options. These include: 1. To conduct an open planning process through which all voices can be heard by the City. 2. To reduce or manage traffic conflicts between people bicycling, people driving, and buses on North Williams Avenue. 3. To improve conditions for bicycling on North Williams Avenue. 4. To maintain or improve conditions for walking on or across North Williams Avenue. 5. To explore innovative solutions and strategies. 6. To create conditions for transit service, traffic flow, parking, and active transportation that support existing businesses and future business development.

This study builds on previous work conducted in 2006 as part of the Vancouver-Williams Transportation Project that recommended pedestrian safety improvements - most of which have since been constructed with funding from the Portland Development Commission. Needs, concerns, and desires along the corridor were informed by an extensive stakeholder engagement process that included one-on-one interviews with residents, business owners, developers, and community groups in the area as well as meetings of a specially convened Stakeholder Advisory Committee (SAC) that represents resident, business, community group, and commuter interests in the area.

Alta Planning + Design | 1 North Williams Traffic Operations and Safety Project

Initial Concept Development

Memorandum

This study builds on previous work conducted in 2006 as part of the Vancouver-Williams Transportation Project that recommended pedestrian safety improvements - most of which have since been constructed with funding from the Portland Development Commission. Needs, concerns, and desires along the corridor were informed by an extensive stakeholder engagement process that included one-on-one interviews with residents, business owners, developers, and community Northgroups inWilliams the area asTraffic well as Operations meetings of aand specially Safety convened Project Stakeholder Advisory Committee (SAC) that Initialrepresents Concept resident, Development business, community group, and commuter interests in the area.

It is intended that the project team will work in consultation with the SAC toAlta refine Planning the initial + Design concepts | 1 towards a preferred alternative that can be endorsed by the SAC and recommended to PBOT. This process will be informed by feedback obtained from:  Meetings of the project’s Technical Advisory Committee (TAC) consisting of City and other agency staff representing various disciplines. The TAC is responsible for identifying and addressing any specific technical issues that may impact the feasibility of proposed transportation improvements.  A public open house held Saturday 16th April 2011.  Additional stakeholder engagement including individual interviews, meetings with specific stakeholders (such as developers, business owners, area churches, etc.), and meetings of the SAC.

Study Corridor

North Williams Avenue is a one-way street (northbound) and an existing bikeway connecting the Rose Quarter Transit Center to North Portland, and areas beyond. The study section, between Weidler Street and Killingsworth Street is approximately 2 miles long and includes 34 intersections. The street runs through the heart of the historic Albina community, one of Portland’s oldest neighborhoods and once an independent city. The Vancouver/Williams corridor was the historic “main street” for Portland’s African American community, but was significantly impacted by past major redevelopment projects, including Memorial Coliseum, I-5 construction, and especially the early 1970s Emanuel Hospital expansion that was never completed. Bike lanes were added to N Williams Avenue in the early 1990s by narrowing the existing travel lanes.

The typical street cross-section is shown on Figure 1 and has a curb-to-curb width of 40’ that includes parking on both sides of the street, two travel lanes, and a 5’ - 6’ wide bike lane. Although the lane allocation varies at a number of intersections (where the parking lane is dropped prior to the intersection to form right- or left-turn lane lanes), the typical roadway width varies from the 40’ curb-to-curb only south of Hancock Street. Cross-sections south of Hancock Street are shown on Figure 2.

Figure 1: Typical Cross-Section for North Williams Avenue.

Alta Planning + Design | 2 North Williams Traffic Operations and Safety Project

Initial Concept Development

It is intended that the project team will work in consultation with the SAC to refine the initial concepts towards a preferred alternative that can be endorsed by the SAC and recommended to PBOT. This process will be informed by feedback obtained from:  Meetings of the project’s Technical Advisory Committee (TAC) consisting of City and other agency staff representing various disciplines. The TAC is responsible for identifying and addressing any specific technical issues that may impact the feasibility of proposed transportation improvements.  A public open house held Saturday 16th April 2011.  Additional stakeholder engagement including individual interviews, meetings with specific stakeholders (such as developers, business owners, area churches, etc.), and meetings of the SAC.

Study Corridor

North Williams Traffic Operations and Safety Project Figure 1: Typical Cross-Section for North Williams Avenue. Initial Concept Development

Alta Planning + Design | 2

 Bicycling: the corridor is one of the busiest bikeways in Portland and bicycle traffic represents anywhere from 240 to 385 people on bicycles per hour during the peak hour (approximately 20- to 35-percent of total traffic volumes). It is designated as a Major City Bikeway in the Portland Bicycle Plan for 2030.  Transit: the corridor offers frequent transit service with the #4, #24, and #44 TriMet bus routes operating approximately every 5-6 minutes (10 – 11 buses) south of Fremont Street and every 15 minutes (4 buses) north of Fremont Street during peak hours.

 Motor Vehicle Traffic: the street is classified as a Neighborhood Collector in the City’s Transportation System Plan. At its south end it plays an important role in delivering motor vehicle traffic to I-5. Motor vehicle volumes vary along the corridor. Except for the segment south of the I-5 entrance ramp, the biggest influx of traffic enters onto North Williams Avenue at Cook Street, coming from I-405. Motor vehicle volumes range from 700 to 1,100 vehicles per hour during the PM peak hour. The single lane capacity of the street is estimated at a planning level at approximately 850 vehicles per hour per lane.

Alta Planning + Design | 3 North Williams Traffic Operations and Safety Project

Initial Concept Development

Figure 2: Cross-Sections for North Williams Avenue south of Hancock Street. Existing transportation conditions along the corridor, including bicycle and motor vehicle traffic volumes, transit boardings and alightings, crash history, and parking utilization, were documented in the North Williams Existing Conditions memorandum prepared by Kittelson & Associates, Inc. dated 5th February 2011. A summary of the role of this street for each of the major travel modes is included below:  Walking: the corridor contains several attractors for people walking, with high crossing demands in a number of locations. There are also a number of crossings that serve slower and more vulnerable pedestrians (e.g. elderly, disabled, or school-aged pedestrians).  Bicycling: the corridor is one of the busiest bikeways in Portland and bicycle traffic represents anywhere from 240 to 385 people on bicycles per hour during the peak hour (approximately 20- to 35-percent of total traffic volumes). It is designated as a Major City Bikeway in the Portland Bicycle Plan for 2030.  Transit: the corridor offers frequent transit service with the #4, #24, and #44 TriMet bus routes operating approximately every 5-6 minutes (10 – 11 buses) south of Fremont Street and every 15 minutes (4 buses) north of Fremont Street during peak hours.  Motor Vehicle Traffic: the street is classified as a Neighborhood Collector in the City’s Transportation System Plan. At its south end it plays an important role in delivering motor vehicle traffic to I-5. Motor vehicle volumes vary along the corridor. Except for the segment south of the I-5 entrance ramp, the biggest influx of traffic enters onto North Williams Avenue at Cook Street, coming from I-405. Motor vehicle volumes range from 700 to 1,100 vehicles per hour during the PM North Williamspeak hour. TrafficThe single Operations lane capacity and of the Safety street isProject estimated at a planning level at approximately 850 vehicles per hour per lane. Initial Concept Development

Alta Planning + Design | 3 Option Development

The initial concepts target four primary issues that were determined to be the most pertinent from stakeholder consultation along the street. These included:

 Crosswalk compliance: local stakeholders are concerned about the ease and safety of crossing North Williams Avenue. Two automobile travel lanes introduce a number of problems for people walking: firstly, the crossing distance is greater than for a single travel lane. Secondly, vehicles in an adjacent lane can impede a driver’s ability to see people walking (known as a “multiple threat” situation). Lastly, motorists tend to travel faster on a two-lane street than they would with a single travel lane (e.g. the number of drivers exceeding the speed limit on North Vancouver Avenue is much less than on North Williams Avenue). There are also a number of crossings where pedestrians have limited visibility of oncoming traffic due to parked vehicles or other obstructions.  Motor vehicle speeds: residents and users of the street have expressed concerns about motor vehicle speeds on all segments of North Williams Avenue. Traffic speed observations between Broadway and Russell Street showed that 52% of motor vehicles exceeded the 30 mph speed limit. Observations just north of Beech Street showed that 31% of motor vehicles exceeded the 30 mph speed limit. Having two travel lanes, limited stops (for signals), and relatively low traffic volumes tends to promote high motor vehicle speeds.

 Bus/bike conflicts: buses serve curbside stops and therefore need to pull across the bike lane to access the stop. Often buses block the bike lane while loading / unloading passengers. Cyclists following a bus either have to wait or pull into the adjacent motor vehicle travel lane to pass the bus. Once the bus has finished loading / unloading it pulls out across the bike lane and often passes the cyclist – buses and bikes passing one another (referred to as “bus / bike leapfrogging”) is particularly prevalent in the southern half of the corridor.

 Bikeway capacity: the bike lane on North Williams Avenue moves up to 385 persons per hour during the PM peak and as a result, cyclists passing one another (or a stopped bus) often encroach into the adjacent travel lane. This is legal, but not comfortable for most cyclists or drivers. Available Tools The project team has investigated ways to address these issues and better reflect the demands and importance of certain movements (e.g. crossing safety). Many of the treatments considered seek to better allocate or separate travel modes in time or space.

Opportunities to separate movements in space include: 1. Narrowing motor vehicle travel and parking lanes and reallocating this space to bike facilities. South of the I-5 on-ramp there may be opportunities to reduce the width of motor vehicle travel lanes to accommodate an enhanced bikeway. North of the I-5 on-ramp, this is not an option as all parking and motor vehicle travel lanes are currently provided to minimum standards (i.e. 10’ travel lanes and 7’ – 8’ parking lanes). ,

Alta Planning + Design | 4 North Williams Traffic Operations and Safety Project

Initial Concept Development

Option Development

The initial concepts target four primary issues that were determined to be the most pertinent from stakeholder consultation along the street. These included:

Opportunities to separate movements in space include: 1. Narrowing motor vehicle travel and parking lanes and reallocating this space to bike facilities. South of the I-5 on-ramp there may be opportunities to reduce the width of motor vehicle travel lanes to North Williams Traffic Operations and Safety Project accommodate an enhanced bikeway. North of the I-5 on-ramp, this is not an option as all parking and Initial Conceptmotor vehicle Development travel lanes are currently provided to minimum standards (i.e. 10’ travel lanes and 7’ – 8’ parking lanes). ,

2. Converting one of the two motor vehicle travel lanes into space for bus or bike operations. This option is most applicable where motor vehicle traffic volumes are less than the single lane capacity of Alta Planning + Design | 4 the street (approximately 850 vehicles per hour), but could be considered in other sections. Capacity of a single travel lane is affected by traffic signal operations and the presence (or absence) of turning lanes at intersections. The benefits of providing a single motor vehicle travel lane include lower vehicle speeds and more comfortable crossing conditions for pedestrians. The disadvantages can include limited opportunities to pass vehicles maneuvering into parking or to pass buses picking up or dropping off passengers (although a passing lane could be provided at transit stops). 3. Converting parking on one side of the street to space for bus or bike operations. This option is most applicable where parking is not critical to the function of the street or is under-utilized. This space, typically 7’ to 8’ wide, can be reallocated to other uses.

 Accounting for the variation in speeds to allow for sorting between modes (e.g. over longer, uphill distances motorized vehicles will separate from cyclists).  Managing traffic speeds to provide a more comfortable walking and cycling environment.  Designating space as parking at some times and for travel at other times (“pro-time” lanes).

Street Segments The character and function of North Williams Avenue changes along its length. Similarly, the issues and concerns identified by stakeholders vary. As a result, the project team has broken the corridor into a number of smaller segments to distinguish these differences and to allow design solutions to be tailored appropriately to the conditions in that segment. From south-to-north, the analysis segments include:  Weidler Street to the I-5 On-Ramp.  I-5 On-Ramp to Russell Street.  Russell Street to Cook Street.  Cook Street to Skidmore Street.  Skidmore Street to Killingsworth Street. The characteristics of each segment, and the opportunities available in each for making transportation improvements, are shown on Figure 3. These are described in more detail below.

Alta Planning + Design | 5 North Williams Traffic Operations and Safety Project

Initial Concept Development

2. Converting one of the two motor vehicle travel lanes into space for bus or bike operations. This option is most applicable where motor vehicle traffic volumes are less than the single lane capacity of the street (approximately 850 vehicles per hour), but could be considered in other sections. Capacity of a single travel lane is affected by traffic signal operations and the presence (or absence) of turning lanes at intersections. The benefits of providing a single motor vehicle travel lane include lower vehicle speeds and more comfortable crossing conditions for pedestrians. The disadvantages can include limited opportunities to pass vehicles maneuvering into parking or to pass buses picking up or dropping off passengers (although a passing lane could be provided at transit stops). 3. Converting parking on one side of the street to space for bus or bike operations. This option is most applicable where parking is not critical to the function of the street or is under-utilized. This space, typically 7’ to 8’ wide, can be reallocated to other uses.

Separating movements in time includes:  Creating specific signal phases or overlaps to allow certain movements or modes to go before other modes (e.g. providing bikes a separate signal phase, a leading pedestrian interval, or a bus queue jump).  Coordinating signals along a corridor to allow progression at a certain speed.  Accounting for the variation in speeds to allow for sorting between modes (e.g. over longer, uphill distances motorized vehicles will separate from cyclists).  Managing traffic speeds to provide a more comfortable walking and cycling environment.  Designating space as parking at some times and for travel at other times (“pro-time” lanes).

Alta Planning + Design | 5 North Williams Traffic Operations and Safety Project

Initial Concept Development North Williams Traffic Operations and Safety Project

Initial Concept Development

Figure 3B: North Williams Avenue Analysis Segments.

Figure 3A: North Williams Avenue Analysis Segments.

Alta Planning + Design | 6

Alta Planning + Design | 7 North Williams Traffic Operations and Safety Project

Initial Concept Development

Segment 1: Weidler Street – I-5 On-Ramp Function / Character This section serves an important traffic delivery function to I-5 as well as being a key transit and bikeway connection between the Rose Quarter Transit Center and North Williams Avenue. Key characteristics of this segment include: Approximately 1,550 motor vehicles during the afternoon peak hour (measured between Broadway and the I-5 On-Ramp). Approximately 240 bicyclists during the afternoon peak hour. Key transit connection from Rose Quarter. No parking in this segment. Opportunity North Williams Avenue between Weidler Street and Broadway is currently 45’ wide (curb-to-curb) and consists of three northbound travel lanes plus a curbside bike lane on the eastern side. This feeds three travel lanes north of Broadway - a left-turn lane onto I-5, a shared lane serving I-5 and traffic continuing north on North Williams Avenue, and a through lane onto North Williams Avenue (see Figure 2). Options identified for this segment include:  Reducing the width of the automobile travel lanes to provide width for an enhanced bikeway. Providing dual bike lanes in this section would add bikeway capacity and provide a dedicated space for fast cyclists to pass slower cyclists. The outside bike lane also acts as a buffer between auto traffic and those people bicycling who are most comfortable in the curbside bike lane.  Convert the easternmost travel lane into an enhanced bikeway or bus/bike operating space (see Figure 4). This would provide an opportunity for cyclists to pass one another without encroaching into the adjacent travel lane and provide an opportunity to treat or better manage bus bike conflicts through this section (for example, the bike lane could be moved to the right of the bus stop). The impact of this change on signal operations and the potential for queues from I-5 to block access to North Williams Avenue would need to be considered further.

Figure 4: Possible Space Conversion for Enhanced Bus/Bike Space (Weidler Street to I-5 On-Ramp).

Alta Planning + Design | 8 North Williams Traffic Operations and Safety Project

Initial Concept Development

North Williams Traffic Operations and Safety Project

Initial ConceptFigure 4: DevelopmentPossible Space Conversion for Enhanced Bus/Bike Space (Weidler Street to I-5 On-Ramp).

This section would be the best place for the bikeway to transition to the left side of the street if a left-side Alta Planning + Design | 8 bikeway is to be considered, although there are a number of challenges associated with this, in particular crossing the I-5 on-ramp.

Segment 2: I-5 On-Ramp – Russell Street Function / Character The high volume of northbound cyclists, coupled with signal timing and the uphill nature of the section, results in significant bicycle passing as faster cyclists try to move past slower cyclists. There is also considerable interaction between buses and bicyclists through this section as they “leapfrog” one another between transit stops to the north of the I-5 On-Ramp. Vehicle speeds are also an issue in this segment, particularly as there are a number of well used crosswalks that serve slower moving and vulnerable pedestrians. Key characteristics of this segment include: Approximately 700 motor vehicles during the afternoon peak hour. Approximately 300 bicyclists during the afternoon peak hour. Moderate bus stop activity – bus/bike leapfrogging. 52% of vehicles exceed the speed limit (recorded just north of Hancock Street), many neighbor complaints. Tillamook Street and Page Street crosswalks used by vulnerable pedestrians. Light to moderate parking demand. Opportunity North of the I-5 on-ramp, PM peak hour traffic volumes are below the one-lane capacity of the street (700 vph compared to the 850 vph one- lane capacity) and as such one of the two automobile travel lanes could be converted into additional space for an enhanced bikeway (see Figure 5). Providing only one motor vehicle travel lane would reduce travel speeds, improve crosswalk compliance, and provide more comfortable pedestrian crossings. The reallocated space could be used to provide opportunities for cyclists to pass one another and to manage bus/bike conflicts in this segment. Figure 5: Possible Space Conversion for Further analysis of this section will need to consider the width of the Enhanced Bus/Bike Space (I-5 On- remaining motor vehicle travel lane and whether there is sufficient Ramp to Russell Street). width for a vehicle to pass a vehicle maneuvering into parking, pass a stationary bus, or pull to the right to allow emergency vehicles to pass. The width required for the Fire Bureau to respond to a fire also needs to be considered in the design.

Alta Planning + Design | 9 North Williams Traffic Operations and Safety Project

Initial Concept Development

This section would be the best place for the bikeway to transition to the left side of the street if a left-side bikeway is to be considered, although there are a number of challenges associated with this, in particular crossing the I-5 on-ramp.

Segment 2: I-5 On-Ramp – Russell Street Function / Character The high volume of northbound cyclists, coupled with signal timing and the uphill nature of the section, results in significant bicycle passing as faster cyclists try to move past slower cyclists. There is also considerable interaction between buses and bicyclists through this section as they “leapfrog” one another between transit stops to the north of the I-5 On-Ramp. Vehicle speeds are also an issue in this segment, particularly as there are a number of well used crosswalks that serve slower moving and vulnerable pedestrians. Key characteristics of this segment include: Approximately 700 motor vehicles during the afternoon peak hour. Approximately 300 bicyclists during the afternoon peak hour. Moderate bus stop activity – bus/bike leapfrogging. 52% of vehicles exceed the speed limit (recorded just north of Hancock Street), many neighbor complaints. Tillamook Street and Page Street crosswalks used by vulnerable pedestrians. Light to moderate parking demand. Opportunity North of the I-5 on-ramp, PM peak hour traffic volumes are below the one-lane capacity of the street (700 vph compared to the 850 vph one- lane capacity) and as such one of the two automobile travel lanes could be converted into additional space for an enhanced bikeway (see Figure 5). Providing only one motor vehicle travel lane would reduce travel speeds, improve crosswalk compliance, and provide more comfortable pedestrian crossings. The reallocated space could be used to provide opportunities for cyclists to pass one another and to manage bus/bike conflicts in this segment. Figure 5: Possible Space Conversion for Further analysis of this section will need to consider the width of the Enhanced Bus/Bike Space (I-5 On- remaining motor vehicle travel lane and whether there is sufficient Ramp to Russell Street). width for a vehicle to pass a vehicle maneuvering into parking, pass a stationaryNorth Williams bus, or pull Traffic to the Operationsright to allow emergencyand Safety vehicles Project to pass. The width required for the Fire Bureau to respond to a fire also needs to be considered in the design. Initial Concept Development

Alta Planning + Design | 9 Segment 3: Russell Street – Cook Street Function / Character This section includes a number of community and service-oriented land uses. These uses generate a significant amount of pedestrian traffic crossing North Williams Avenue. There is generally light parking demand and parking that is used can be an obstruction to visibility for motorists crossing or turning onto North Williams Avenue. Key characteristics of this segment include: Approximately 800 motor vehicles during the afternoon peak hour. Approximately 380 bicyclists during the afternoon peak hour. Heavy bus stop activity – some bus/bike leapfrogging. Light to moderate parking demand.

Preventable crashes and poor visibility for turns onto Williams. Opportunity Traffic volumes in this segment approach the single lane capacity of the street (approximately 850 vph). Conversion of a motor vehicle travel lane could be considered for this section. On-street parking is generally under-utilized during the weekday AM and PM peak hours – particularly the western side which observes a peak parking utilization of only 29-percent. Converting the parking lane on the western side of the street would provide additional space to accommodate an enhanced bikeway. The reallocated space can be used to provide opportunities for cyclists to pass one another and to manage bus/bike conflicts in this segment. Converting parking could also improve visibility for drivers crossing or turning left onto North Williams Avenue from the side streets and for pedestrians crossing the street from the western side of the street.

Segment 4: Cook Street – Skidmore Street Function / Character Traffic volumes increase significantly north of Cook Street as a result of traffic exiting I-405 and turning left onto North Williams Avenue. The high number of turning and crossing vehicles at the North Williams Avenue / Cook Street intersection, along with sight distance limitations when vehicles are parked on the western side of the street, likely contributes to the high crash rate at this intersection, which includes several pedestrian and bicycle crashes. North of Fremont Street, North Williams Avenue serves a vibrant and growing business district. Transportation modes compete for available space in this section and there are numerous pedestrian crossing movements (several with limited sight distance), well-utilized motor vehicle parking on both sides of the street, high bicycle volumes and bicycle parking demands, and relatively high traffic volumes.

Alta Planning + Design | 10 North Williams Traffic Operations and Safety Project

Initial Concept Development

Segment 3: Russell Street – Cook Street Function / Character This section includes a number of community and service-oriented land uses. These uses generate a significant amount of pedestrian traffic crossing North Williams Avenue. There is generally light parking demand and parking that is used can be an obstruction to visibility for motorists crossing or turning onto North Williams Avenue. Key characteristics of this segment include: Approximately 800 motor vehicles during the afternoon peak hour. Approximately 380 bicyclists during the afternoon peak hour. Heavy bus stop activity – some bus/bike leapfrogging. Light to moderate parking demand. Preventable crashes and poor visibility for turns onto Williams. Opportunity Traffic volumes in this segment approach the single lane capacity of the street (approximately 850 vph). Conversion of a motor vehicle travel lane could be considered for this section. On-street parking is generally under-utilized during the weekday AM and PM peak hours – particularly the western side which observes a peak parking utilization of only 29-percent. Converting the parking lane on the western side of the street would provide additional space to accommodate an enhanced bikeway. The reallocated space can be used to provide opportunities for cyclists to pass one another and to manage bus/bike conflicts in this segment. Converting parking could also improve visibility for drivers crossing or turning left onto North Williams Avenue from the side streets and for pedestrians crossing the street from the western side of the street.

Segment 4: Cook Street – Skidmore Street Function / Character Traffic volumes increase significantly north of Cook Street as a result of traffic exiting I-405 and turning left onto North Williams Avenue. The high number of turning and crossing vehicles at the North Williams Avenue / Cook Street intersection, along with sight distance limitations when vehicles are parked on the western side of the street, likely contributes to the high crash rate at this intersection, which includes several pedestrian and bicycle crashes. North of Fremont Street, North Williams Avenue serves a vibrant and growing business district. Transportation modes compete for available space in this section and there are numerous pedestrian crossing North Williams Traffic Operations and Safety Project movements (several with limited sight distance), well-utilized motor vehicle parking on both sides of the Initialstreet, highConcept bicycle Development volumes and bicycle parking demands, and relatively high traffic volumes.

Key characteristics of this segment include: Approximately 950 – 1,100 motor vehicles during the afternoon peak hour.

Approximately 230 - 390 bicyclists during the afternoon peak hour. Alta Planning + Design | 10 Light bus stop activity. 31% of vehicles exceed the speed limit (recorded just north of Beech Street). Busy crosswalks, especially at Failing Street. Moderate to heavy parking demand.

Poor crosswalk visibility, poor left-turn visibility, hazards in bike lane (e.g. double-parked cars, open doors, etc.) Opportunity This is the highest traffic volume segment along the corridor with an influx in motor vehicles coming off I-405 and entering or crossing North Williams Avenue at Cook Street. The traffic volumes in this segment suggest that reducing to one motor vehicle travel lane in this section would create a noticeable increase in traffic congestion during peak travel times. Additional surveys may be required to estimate how much of this traffic is using North Williams Avenue as an alternative to other facilities such as I-5, Interstate Avenue, or Martin Luther King Jr. Boulevard. Parking is well utilized in the commercial district, particularly between Fremont Street and Shaver Street and is important to the businesses along this section. The business community is unlikely to support converting parking in this segment. For these reasons, the opportunities to obtain physical space to enhance the bikeway through this section may be limited. However, active and passive techniques to slow vehicle speeds could be used to enhance the commercial district into a vibrant “Main Street”. This could include installing traffic signals at up to three additional locations – Cook Street, Beech Street, and Failing Street. This would create a series of closely spaced signals that could be used to progress traffic at a much slower speed. Further, the signals could be timed to allow cyclists to travel through the area without having to stop (i.e. create a bicycling green wave). Signalizing these intersections also provides safer opportunities for pedestrian crossings and vehicle turns from the side streets. Passive speed control measures could include textured intersection treatments or other visual cues to slow drivers. Although the conversion of travel or parking lanes was not initially preferred in this section, if there is demonstrated community support either for accepting additional traffic congestion or for converting parking, or if further technical analysis suggests ways to mitigate or accommodate the traffic volumes within a single lane, then these options can be reconsidered.

Alta Planning + Design | 11 North Williams Traffic Operations and Safety Project

Initial Concept Development

Key characteristics of this segment include: Approximately 950 – 1,100 motor vehicles during the afternoon peak hour. Approximately 230 - 390 bicyclists during the afternoon peak hour. Light bus stop activity. 31% of vehicles exceed the speed limit (recorded just north of Beech Street). Busy crosswalks, especially at Failing Street. Moderate to heavy parking demand. Poor crosswalk visibility, poor left-turn visibility, hazards in bike lane (e.g. double-parked cars, open doors, etc.) Opportunity This is the highest traffic volume segment along the corridor with an influx in motor vehicles coming off I-405 and entering or crossing North Williams Avenue at Cook Street. The traffic volumes in this segment suggest that reducing to one motor vehicle travel lane in this section would create a noticeable increase in traffic congestion during peak travel times. Additional surveys may be required to estimate how much of this traffic is using North Williams Avenue as an alternative to other facilities such as I-5, Interstate Avenue, or Martin Luther King Jr. Boulevard. Parking is well utilized in the commercial district, particularly between Fremont Street and Shaver Street and is important to the businesses along this section. The business community is unlikely to support converting parking in this segment. For these reasons, the opportunities to obtain physical space to enhance the bikeway through this section may be limited. However, active and passive techniques to slow vehicle speeds could be used to enhance the commercial district into a vibrant “Main Street”. This could include installing traffic signals at up to three additional locations – Cook Street, Beech Street, and Failing Street. This would create a series of closely spaced signals that could be used to progress traffic at a much slower speed. Further, the signals could be timed to allow cyclists to travel through the area without having to stop (i.e. create a bicycling green wave). Signalizing these intersections also provides safer opportunities for pedestrian crossings and vehicle turns from the side streets. Passive speed control measures could include textured intersection treatments or other visual cues to slow drivers. Although the conversion of travel or parking lanes was not initially preferred in this section, if there is demonstratedNorth Williams community Traffic support Operations either for and accepting Safety additional Project traffic congestion or for converting parking, orInitial if further Concept technical Development analysis suggests ways to mitigate or accommodate the traffic volumes within a single lane, then these options can be reconsidered.

Segment 5: Skidmore Street – Killingsworth Street Alta Planning + Design | 11 Function / Character Motor vehicle traffic volumes in this segment are generally below the one lane capacity of the street. The adjacent land use is primarily residential and on-street parking is generally well used. Neighbors have raised concerns that vehicle speeds are an issue in this segment, particularly as there are a number of crosswalks that serve slower moving and vulnerable pedestrians. Key characteristics of this segment include: Approximately 700 – 850 motor vehicles during the afternoon peak hour.

No bicycle count data available for this segment. Light bus stop activity; some conflicts (e.g. Alberta Street). Neighbors concerned about speeding (no speed data available). Crosswalks are used by vulnerable pedestrians. Moderate parking demand.

Poor crosswalk visibility, poor left-turn visibility, hazards in bike lane (e.g. double-parked cars, open doors, etc.) Opportunity Parking is generally well used in this segment, particularly between Alberta Street and Killingsworth Street. However, traffic volumes are below or approaching the single lane capacity of the street (approximately 850 vph) and one of the motor vehicle travel lanes could be converted into space for an enhanced bikeway. Providing a single motor vehicle travel lane has the potential to reduce travel speeds, improve crosswalk compliance, and provide more comfortable pedestrian crossings (through improved visibility and easier gap selection). The reallocated space can be used to provide opportunities for cyclists to pass one another without encroaching into motor vehicle travel lanes. PBOT is also investigating the potential to add a bus queue jump at the Alberta Street intersection. As with segments to the south, further analysis of this section will need to consider the width of the remaining motor vehicle travel lane and whether there is sufficient width for a vehicle to pass a vehicle maneuvering into parking, pass a stationary bus, or pull to the right to allow emergency vehicles to pass. The width required for the Fire Bureau to respond to a fire also needs to be considered in the design. The design for this segment should consider how to transition an enhanced bikeway to the N Williams Avenue neighborhood greenway north of Killingsworth Street.

Alta Planning + Design | 12 North Williams Traffic Operations and Safety Project

Initial Concept Development

Segment 5: Skidmore Street – Killingsworth Street Function / Character Motor vehicle traffic volumes in this segment are generally below the one lane capacity of the street. The adjacent land use is primarily residential and on-street parking is generally well used. Neighbors have raised concerns that vehicle speeds are an issue in this segment, particularly as there are a number of crosswalks that serve slower moving and vulnerable pedestrians. Key characteristics of this segment include: Approximately 700 – 850 motor vehicles during the afternoon peak hour. No bicycle count data available for this segment. Light bus stop activity; some conflicts (e.g. Alberta Street). Neighbors concerned about speeding (no speed data available). Crosswalks are used by vulnerable pedestrians. Moderate parking demand. Poor crosswalk visibility, poor left-turn visibility, hazards in bike lane (e.g. double-parked cars, open doors, etc.) Opportunity Parking is generally well used in this segment, particularly between Alberta Street and Killingsworth Street. However, traffic volumes are below or approaching the single lane capacity of the street (approximately 850 vph) and one of the motor vehicle travel lanes could be converted into space for an enhanced bikeway. Providing a single motor vehicle travel lane has the potential to reduce travel speeds, improve crosswalk compliance, and provide more comfortable pedestrian crossings (through improved visibility and easier gap selection). The reallocated space can be used to provide opportunities for cyclists to pass one another without encroaching into motor vehicle travel lanes. PBOT is also investigating the potential to add a bus queue jump at the Alberta Street intersection. As with segments to the south, further analysis of this section will need to consider the width of the remaining motor vehicle travel lane and whether there is sufficient width for a vehicle to pass a vehicle maneuvering into parking, pass a stationary bus, or pull to the right to allow emergency vehicles to pass. The North Williams Traffic Operations and Safety Project width required for the Fire Bureau to respond to a fire also needs to be considered in the design. Initial Concept Development The design for this segment should consider how to transition an enhanced bikeway to the N Williams Avenue neighborhood greenway north of Killingsworth Street.

Design Strategies

Strategies were developed to address each of the four major problem areas identified by stakeholders including:  Crosswalk safety. Alta Planning + Design | 12  Speed reduction.  Bus/bike conflicts.

 Bikeway capacity. These strategies are described in more detail below. Crosswalk Safety Strategy Providing safe and comfortable travel for pedestrians using North Williams Avenue is one of the highest priorities for this project. The potential strategy for improving the pedestrian environment includes:

 Reducing the number of auto lanes in certain locations to slow traffic, allow drivers to better see pedestrians, and allow more comfortable driver yielding behavior.  Providing enhanced or signalized crosswalks at strategic locations.  Providing curb extensions to allow pedestrians and drivers to see one another.  Managing conflicts between people walking and people riding bicycles.

Elements of the crosswalk safety strategy are illustrated on Figure 6. Speed Reduction Strategy Reducing motor vehicle travel speeds reduces the potential for high severity crashes and creates a more comfortable environment for all users of the street. Techniques that could be used on North Williams Avenue to reduce motor vehicle travel speeds are shown on Figure 7 and include:  Reducing to one motor vehicle travel lane. Providing a single motor vehicle travel lane generally reduces speeds as vehicles travel behind other slower-moving vehicles, as on. North Vancouver Avenue.  Using signal timing to progress traffic at slower speeds. Signals can be timed to move traffic at a certain speed. For example, signal timing along SW Broadway (downtown) allows traffic to move at about 12 mph. A similar strategy could be applied in the commercial area (Segment 4) with additional signals at Cook Street, Beech Street, and Failing Street. (Existing signalized intersections are likely too far apart for effective traffic progression.)  Visually narrowing the street. Curb extensions, pedestrian crossings, and other street treatments visually change the street for drivers, tending to slow travel speeds.

Alta Planning + Design | 13 North Williams Traffic Operations and Safety Project

Initial Concept Development

Design Strategies

Strategies were developed to address each of the four major problem areas identified by stakeholders including:  Crosswalk safety.  Speed reduction.  Bus/bike conflicts.  Bikeway capacity. These strategies are described in more detail below. Crosswalk Safety Strategy Providing safe and comfortable travel for pedestrians using North Williams Avenue is one of the highest priorities for this project. The potential strategy for improving the pedestrian environment includes:  Reducing the number of auto lanes in certain locations to slow traffic, allow drivers to better see pedestrians, and allow more comfortable driver yielding behavior.  Providing enhanced or signalized crosswalks at strategic locations.  Providing curb extensions to allow pedestrians and drivers to see one another.  Managing conflicts between people walking and people riding bicycles.

Alta Planning + Design | 13 North Williams Traffic Operations and Safety Project

Initial Concept Development

Figure 6: Elements of the Crosswalk Safety Strategy.

Figure 7: Elements of the Speed Reduction Strategy.

(Left to right: North Vancouver Avenue is a one lane street that typically records fewer drivers exceeding the speed limit; signal progression is used to move traffic on SW Broadway at 12 mph; curb extensions visually change the street and tend to slow drivers.)

Alta Planning + Design | 14 North Williams Traffic Operations and Safety Project

Initial Concept Development

Bus/Bike Conflict Strategies There are a number of techniques that can be used to address bus/bike conflicts along the corridor. These are illustrated on Figure 8 and include:  Cycle Track: divert bicyclists behind bus stops so they do not have to interact with buses. This treatment requires managing conflicts between bus passengers and bicycle traffic.  Separate buses and cyclists in time: separate signal phases can be used to separate buses and bikes, e.g. buses could be allowed to travel forward prior to cyclists (and cars) at signals - or vice versa.  Manage crossing of bike lane: in the case of a right-side buffered bike lane, buses would still have to cross the bike lane, but the additional width allows people cycling to pass more easily while the bus is stopped.  Left-side bikeway: moving cyclists to the left side of the street effectively removes the bus/bike conflict. Additional considerations for a left-side bikeway are included in Table 1.

Figure 8: Potential Bike / Bus Treatments.

(Clockwise from top left: cycle track running behind “floating” bus stop; separate bicycle signal phase, left-side bikeway in New York City; buffered bike lane to provide additional width for bicyclists to pass stopped buses).

Alta Planning + Design | 15 North Williams Traffic Operations and Safety Project

Initial Concept Development

Table 1: Considerations for Left-Side Bikeways

Advantages Disadvantages

 Removes bus/bike conflict  Difficult to transition from right side bikeway

 Drivers can see cyclists in side mirror (eliminates blind  Drivers expect cyclists on their right - possible spot) increased risk of crashes

 Removes conflicts with right turning traffic  Introduces conflicts with left turning traffic

 Easier for cyclists to turn left  More difficult for cyclists to turn right

 Fewer door openings on passenger side  Cyclists placed next to “fast” traffic lane (if there are two motor vehicle travel lanes)

Bikeway Capacity Strategies The North Williams corridor is one of the most popular bikeways in Portland. This can lead to crowded conditions where faster cyclists try to pass slower cyclists. Providing more space, so bicyclists do not encroach into traffic lanes when passing, will create a more comfortable cycling environment and allow the street to carry even more cyclists in the future. Some potential bikeway enhancements are shown on Figure 9 and include:  Wide bike lane: existing bike lanes on North Williams Avenue are 5’ to 6’ wide. A “wide bike lane” would increase this width to 7’ or 8’. Some of the benefits include increased distance between motorists and cyclists compared to a conventional bike lane, the ability for cyclists to pass one another without encroaching into the travel lane, and the ability for some cyclists to ride side-by-side (such as a parent accompanying a child).  Buffered bike lane: provides a cushion between cyclists and motor vehicles, particularly on streets with fast moving traffic. It allows bicyclists to pass one another or avoid obstacles without encroaching into the travel lane. Providing a buffer on the parking side of the bike lane reduces the risk of being struck by a car door.  Cycle track: switch the placement of the bike lane to the curb side of the parking lane. The parking lane, plus a painted buffer, isolates cyclists from moving motor vehicle traffic. This design also reduces the risk of being struck by a car door.  Dual bike lane: provides a dedicated passing lane for faster cyclists to pass slower cyclists. This also can allow faster cyclists to move off more quickly than the slower cyclists at signals.

Alta Planning + Design | 16 North Williams Traffic Operations and Safety Project

Initial Concept Development

Figure 9: Potential Bikeway Treatments.

(Clockwise from top left: wide bike lane on North Vancouver Avenue; buffered bike lane; cycle track; dual bike lane).

Summary

Preliminary concepts have been prepared for the North Williams Traffic Operations and Safety Project. These have been developed in consultation with local stakeholders and a specially convened Stakeholders Advisory Committee and will be presented to the public. Public and stakeholder comment will be used to refine these alternatives in consultation with the SAC with the intent of developing a preferred alternative that can be supported and recommended by the SAC. Technical issues will be addressed in consultation with the Technical Advisory Committee.

Alta Planning + Design | 17 APPENDIX E NORTH WILLIAMS TRAFFIC OPERATIONS SAFETY PROJECT

STAKEHOLDER ADVISORY COMMITTEE FINAL RECOMMENDATIONS

MEMORANDUM

April 26, 2012

From: Ellen Vanderslice, Project Manager

To: Sam Adams, Mayor and Commissioner in charge of Transportation Tom Miller, Director, Portland Bureau of Transportation Greg Jones, Development and Capital Program Group Manager Robert Burchfield, City Traffic Engineer

cc: Catherine Ciarlo, Office of the Mayor Katja Dillmann, Office of the Mayor Grace Uwagbae, Office of the Mayor Debora Leopold Hutchins, Chair, Stakeholder Advisory Committee Dan Layden, Capital Project Supervisor Rich Newlands, Project Manager Wendy Cawley, Traffic Safety Engineer Adrian Witte, Alta Planning + Design Michelle Poyourow, Poyourow Consulting, public involvement Joan Brown‐Kline, Brown‐Kline and Co., public involvement

Regarding: North Williams Avenue Traffic Operations Safety Project Stakeholder Advisory Committee Final Recommendations

Please find attached to this memorandum the FINAL RECOMMENDATIONS of the Stakeholder Advisory Committee (SAC) for the North Williams Avenue Traffic Operations Safety Project, along with a list of all the SAC members.

The SAC chose a decision‐making process that called for a 2/3 super majority vote to approve the final recommendations, with everyone offered the opportunity to add comments, concerns, or dissenting remarks to the final document. Of the 26 members of the committee, 25 voted on these recommendations, which were approved by a vote of 22 to 3. Comments, concerns and remarks have been incorporated as footnotes.

The North Williams project has been an amazing process, and I hope you will join me in thanking the many members of the community who joined us on this journey. In particular, I wish to express my deep thanks to Debora Leopold Hutchins, who chaired the SAC and whose leadership was essential to reaching this agreement.

MEMORANDUM

April 26, 2012

From: Ellen Vanderslice, Project Manager

Regarding: North Williams Avenue Traffic Operations Safety Project Stakeholder Advisory Committee Final Recommendations

FINAL RECOMMENDATIONS From the North Williams Stakeholder Advisory Committee Regarding the North Williams Avenue Traffic Operations Safety Project Background

The North Williams Stakeholder Advisory Committee was charged by the Portland Bureau of Transportation (PBOT) with making a recommendation regarding the North Williams Avenue Traffic Operations Safety Project.

We, the 26 members of the Stakeholder Advisory Committee, accepted this charge to address safety and traffic concerns on Williams Avenue. We agreed as a Committee to make our decisions with compassion and integrity within a contextual framework, understanding the safety issues while at the same time acknowledging past planning processes and those who have been hurt by those planning processes. We agreed to do this in a way that was inclusive, safe, considered all voices, and had positive impact on the entire community. We committed to recommending sustainable transportation solutions that balance the needs and concerns of all users of the corridor, including neighborhood residents, workers, businesses, religious institutions, pedestrians, bicyclists, transit users and motorists.

In the course of our process, we worked hard to hear the needs and concerns of all parties involved, while being cognizant of the history of the area. As individuals, we immersed ourselves in activities and events related to the issues before us. As a Committee, we took public comment at every Stakeholder Advisory Committee meeting, and convened a Community Forum at which nearly 200 people expressed their hopes and dreams for Williams Avenue.

We believe that the members of the community are the experts in their neighborhoods, and that the City has expertise in traffic planning and engineering. Working with the project team of City staff and consultants, our Committee learned all we could related to Williams Avenue, including its history, how it functions for all modes today, and its place in the hierarchy and aspirations of the City’s long‐adopted plans.

To guide our process, we adopted a Charter, a Guiding Statement and a Decision‐Making Process. We agreed that a two‐thirds super‐majority of those Committee members in attendance at a meeting would suffice to pass a proposal, and that any Committee member not in agreement would be welcome to write a dissenting opinion to be included in the record of the vote.

The Committee affirmed seven objectives for the project, then developed and adopted a set of ten desired project outcomes. The project team worked to develop project options to deliver our top ten outcomes. In evaluating and discussing these options, our Committee labored to integrate what each of us has observed and learned, while at the same time honoring the diversity of truths that we heard from members of the community.

Having reached agreement through this process, we now present our recommendations to the City.

North Williams FINAL RECOMMENDATIONS 4/26/12 p. 1 of 7 FINAL RECOMMENDATIONS From the North Williams Stakeholder Advisory Committee Regarding the North Williams Avenue Traffic Operations Safety Project Background

RECOMMENDATIONSThe Committee affirmed seven objectives for the project, then developed and adopted a set of 1.ten desiredLeft‐hand project buffered outcomes. bike laneThe project team worked to develop project options to deliver our top ten outcomes. In evaluating and discussing these options, our Committee labored to Believingintegrate that what it is eachour best of optionus has for: observed and learned, while at the same time honoring the diversity• addressing of truths dangerous that we interactions heard from between members bicycles of andthe buses;community. • creating a safer environment for pedestrians of all ages and abilities to cross Williams HavingAvenue; reached agreement through this process, we now present our recommendations to the • preserving a viable environment for local businesses; and City.• encouraging through‐traffic to take more appropriate arterials: WeRECOMMENDATIONS recommend a left‐side, buffered bike lane with one motor vehicle lane on Williams AvenueNorth Williams from the FINAL I‐5 on RECOMMENDATIONS‐ramp to Fargo Street, and from Skidmore4/26/12 to Killingsworth. p. 1 of 7

2.1. SharedLeft‐hand left‐turn buffered lane/bikeway bike lane

Believing that, that in itthe is busiestour best section option of the for: Williams corridor, it will: •• keepaddressing vehicles flowing dangerous around interactions temporary obstacles between and bicycles through andhigh ‐buses;traffic intersections; • creating a safer environment for pedestrians of all ages and abilities to cross Williams • maintain effective neighborhood and business access; and • allowAvenue; for safe left and right turns from Williams by bicycles: • preserving a viable environment for local businesses; and We recommend• encouraging a shared through left‐turn‐traffic lane/bikeway to take on more Williams appropriate Avenue between arterials: Fremont and Skidmore with demarcated left turns and a physical barrier to through‐vehicle traffic in the 1 leftWe lane recommend on the north a leftside‐ ofside, left ‐bufferedturn intersections. bike lane with one motor vehicle lane on Williams 3.Avenue Fargo from to the Fremont I‐5 on‐ ramp to Fargo Street, and from Skidmore to Killingsworth.

Believing:2. Shared left‐turn lane/bikeway • that pedestrian traffic will increase significantly with the construction of the new Believinggrocery that, store in the at the busiest intersection section of Williamsof the Williams and Fremont; corridor, it will: • that Line No. 4 buses will continue to turn from Williams left onto Fremont; • keep vehicles flowing around temporary obstacles and through high‐traffic • that traffic will continue to enter Williams at N Cook Street: intersections; We encourage• maintain PBOT effective to develop neighborhood a design that makes and business a safe and access; comfortable and transition from the buffered• allow bike for lane safe to leftthe sharedand right left‐ turnsturn lane/bikeway from Williams while by safely bicycles: accommodating bus and motor vehicle turning movements. We recommend a shared left‐turn lane/bikeway on Williams Avenue between Fremont and Skidmore with demarcated left turns and a physical barrier to through‐vehicle traffic in the left lane on the north side of left‐turn intersections.1

13.SAC memberFargo Allan Rudwickto Fremont notes: “I trust that if it [shared lane] doesn’t work, more input will be taken.” SAC member Noni Causey notes that she does not support a physical barrier at every block; that she thinks the shared left lane will be confusing, cumbersome and inefficient for drivers; that she would rather have had two travel lanes andBelieving: a regular bike lane on the left than the shared lane section; and that she believes the buffered bike lane and single• travelthat lane pedestrianshould have ended traffic at Russell will rather increase than Fargo, significantly and not be continued with the in theconstruction northern section. of the new grocery store at the intersection of Williams and Fremont; North• Williamsthat FINAL Line RECOMMENDATIONS No. 4 buses will continue to turn4/26/12 from Williams left onto Fremont;p. 2 of 7 • that traffic will continue to enter Williams at N Cook Street:

We encourage PBOT to develop a design that makes a safe and comfortable transition from the buffered bike lane to the shared left‐turn lane/bikeway while safely accommodating bus and motor vehicle turning movements.

1 SAC member Allan Rudwick notes: “I trust that if it [shared lane] doesn’t work, more input will be taken.” SAC member Noni Causey notes that she does not support a physical barrier at every block; that she thinks the shared left lane will be confusing, cumbersome and inefficient for drivers; that she would rather have had two travel lanes and a regular bike lane on the left than the shared lane section; and that she believes the buffered bike lane and single travel lane should have ended at Russell rather than Fargo, and not be continued in the northern section.

North Williams FINAL RECOMMENDATIONS 4/26/12 p. 2 of 7 RECOMMENDATIONS

1. Left‐hand buffered bike lane

Believing that it is our best option for: • addressing dangerous interactions between bicycles and buses; • creating a safer environment for pedestrians of all ages and abilities to cross Williams Avenue; • preserving a viable environment for local businesses; and • encouraging through‐traffic to take more appropriate arterials:

We recommend a left‐side, buffered bike lane with one motor vehicle lane on Williams Avenue from the I‐5 on‐ramp to Fargo Street, and from Skidmore to Killingsworth.

2. Shared left‐turn lane/bikeway

Believing that, in the busiest section of the Williams corridor, it will: • keep vehicles flowing around temporary obstacles and through high‐traffic intersections; • maintain effective neighborhood and business access; and • allow for safe left and right turns from Williams by bicycles:

We recommend a shared left‐turn lane/bikeway on Williams Avenue between Fremont and Skidmore with demarcated left turns and a physical barrier to through‐vehicle traffic in the left lane on the north side of left‐turn intersections.1

3. Fargo to Fremont

Believing: • that pedestrian traffic will increase significantly with the construction of the new grocery store at the intersection of Williams and Fremont; • that Line No. 4 buses will continue to turn from Williams left onto Fremont; • that traffic will continue to enter Williams at N Cook Street:

4. Traffic Speed

For reasons of: • increased safety for all users, including pedestrians, bicyclists, and motorists; 1 SAC• membersafer Allanschool Rudwick crossings; notes: “I trust that if it [shared lane] doesn’t work, more input will be taken.” SAC member• the Noni health Causey andnotes prosperity that she does of notthe support local business a physical community;barrier at every and block; that she thinks the shared 2 left lane• encouragingwill be confusing, through cumbersome‐traffic and to inefficient use more for appropriate drivers; that she arterials would rather: have had two travel lanes and a regular bike lane on the left than the shared lane section; and that she believes the buffered bike lane and Wesingle recommend travel lane should that have all available ended at Russell tools rather be used than to Fargo, reduce and motornot be continued vehicle speedsin the northern on Williams section. Avenue, including reducing the speed limit on Williams Avenue allowing traffic engineers to 3 determineNorth Williams best FINAL design RECOMMENDATIONS speed. 4/26/12 p. 2 of 7 5. Pedestrian Visibility at Crosswalks

Believing: • that pedestrians are at risk in certain parts of the commercial district; • that on‐street parking is important for the businesses and churches on North Williams Avenue; • that pedestrian traffic will continue to increase because of the two new housing developments; and • • that sightline visibility is important for safe pedestrian crossings, but is often impeded by vehicles parked too closely to crosswalks:

We recommend the removal of 2 parking spaces on the west and east side of N Failing which should make it safer and more comfortable for pedestrians to cross the street.

We recommend that the City adopt a plan that includes curb extensions at corners in the business district.

We further recommend that PBOT strongly consider prohibiting parking within 20ft of crosswalks where curb extensions are not possible.

2 SAC member Jerrell Waddell disagreed with this bullet point, saying that, “Williams has been used as an arterial for more than 30 years. Demand has grown for vehicle traffic as well as bicycling, and overall use of the street should not dictate that we encourage traffic to use other streets.” 3 SAC member Paul Anthony submitted a dissenting opinion on Recommendation No. 4: “I disagree strongly with the language in the recommendation: ‘…allowing traffic engineers to determine best design speed.’ Over the last year, the Stakeholder Advisory Committee had heard a significant body of testimony to the effect that traffic engineers have not been honest brokers and have pursued an agenda radically at odds with the safety and livability of the community around North Williams. The effect of their actions has been to push as many vehicles as possible through the neighborhood as fast as possible. The perennial PBOT argument that speed limits are set by the Oregon Department of Transportation is specious; the Bureau regularly pursues policies and actions contrary to state law when it suits the city’s convenience (Portland’s habitual failure to enforce the statewide law precluding parking within twenty feet of an intersection is only one such example). The speed limit on North Williams must be lowered to reflect the needs and realities of the schools, churches, social service agencies, businesses, and residents around the Avenue.”

North Williams FINAL RECOMMENDATIONS 4/26/12 p. 3 of 7 4. Traffic Speed

For reasons of: • increased safety for all users, including pedestrians, bicyclists, and motorists; • safer school crossings; • the health and prosperity of the local business community; and 2 • encouraging through‐traffic to use more appropriate arterials :

We recommend that all available tools be used to reduce motor vehicle speeds on Williams Avenue, including reducing the speed limit on Williams Avenue allowing traffic engineers to determine best design speed.3

5. Pedestrian Visibility at Crosswalks

We recommend the removal of 2 parking spaces on the west and east side of N Failing which should make it safer and more comfortable for pedestrians to cross the street.

We recommend that the City adopt a plan that includes curb extensions at corners in the business district.

We further recommend that PBOT strongly consider prohibiting parking within 20ft of crosswalks where curb extensions are not possible.

6.North WilliamsTraffic FINAL Signals RECOMMENDATIONS 4/26/12 p. 3 of 7

Recognizing: • that traffic signals have previously been requested by the community at Williams/Stanton; • that the significant traffic congestion as vehicles access and egress the Kerby ramp off the Fremont Bridge results in dangers to all system users; • that the longstanding history of vehicle and pedestrian accidents at these intersections warrants safety improvements; and • that extensive growth is anticipated in the immediate Williams Avenue area:

We recommend, as a highest priority, that traffic signals be installed at the intersections of Williams and Cook and Vancouver and Cook, and at the intersection of Williams and Stanton.

We recommend the committee (or community representatives) approach Emanuel Hospital to participate as a good neighbor in establishing the recommended traffic signals.4

7. Bus Stop Relocations

Believing that the current bus stop at Williams and Fremont: • contributes to congestion by unnecessarily routing buses across a major demarcated right turn lane, and • by relocating the bus stop TriMet can anticipate expected passenger demand;

And, further believing that the current bus stop at Williams and Tillamook: • creates a hazard for bicyclists turning right at Tillamook and the many bicyclists crossing Williams at Tillamook in both directions:

We recommend that PBOT and TriMet review the placement of all transit stops on Williams to optimize locations with respect to the new design, and we particularly recommend that the bus stop at Williams and Fremont be moved one block south to Williams and Ivy, and that the bus stop at Williams and Tillamook be moved north to the north side of the intersection.

4 SAC members Gahlena Easterly, Michelle DePass, and Chair Debora Leopold Hutchins had concerns in the final vote that this second recommendation under No. 6 as written had not accurately captured the Committee’s intent, in which community outreach to Emanuel referred only to the signal at Williams and Stanton. PBOT is actively pursuing private and public sector partners for funding for the signals at Williams and Cook and at Vancouver and Cook. In particular, SAC member Gahlena Easterly wished this document to mention her meeting with New Seasons Market CEO Lisa Sedlar, and Ms. Sedlar’s verbal promise during that meeting that NSM would participate in funding the signal at Vancouver and Cook. SAC member Laurie Simpson notes: “I also think the traffic signal at Stanton is very, very important to Eliot and Williams safety – controlling speeds on Williams and providing safe opportunities to cross the street.” PBOT has clarified regarding the requested signal at Williams and Stanton that changes in the intersection operation with the new cross‐section are expected to resolve some of the safety issues at this intersection, which will be reevaluated once those changes have been implemented.

North Williams FINAL RECOMMENDATIONS 4/26/12 p. 4 of 7 6. Traffic Signals

We recommend, as a highest priority, that traffic signals be installed at the intersections of Williams and Cook and Vancouver and Cook, and at the intersection of Williams and Stanton.

We recommend the committee (or community representatives) approach Emanuel Hospital to participate as a good neighbor in establishing the recommended traffic signals.4

7. Bus Stop Relocations

North Williams FINAL RECOMMENDATIONS 4/26/12 p. 4 of 7 8. Honoring the History of Williams Avenue

Recognizing and honoring: • the many people who have been residents, visitors, workers, business owners and property owners in the historically Black community (Albina) made up of the Boise, Eliot, King, and Humboldt neighborhoods; • the descendants and collective memory of the community, and all those who have suffered, or watched their families or businesses suffer, due to systemic processes of racial residential segregation, housing condemnation to make way for urban renewal, institutional disinvestment, and governmental or institutional goals that collided with neighborhood dreams, goals, and hopes; • the legacy of these processes and the history of insensitivity that has taken place as it relates to neighborhood change; • the community’s need to honor its past and learn from our collective experiences; and • the opportunity to use this project intentionally to reverse that negative legacy and begin the healing process:

We recommend that the City work with the community to further short‐ and long‐term projects to honor the people, businesses and civic institutions that have lived and thrived on Williams Avenue, including using elements of the North Williams Traffic Operations Safety Project, such as the safety campaign, signage, placemaking, and public art, to achieve these ends, and incorporating features such as oral history excerpts, photographs of significant people and places, walking tours, and a web presence.5

9. Safety Campaign

Believing: • that our own travel behaviors have been affected by the insight and information we have gained through our service on this Committee; and • that information about the changes to Williams Avenue will be critical to safely transitioning to the new configurations:

We recommend that PBOT undertake a Safety Campaign concurrently with the implementation of the first changes to the roadway, using education, enforcement and encouragement, and incorporating short‐term projects to honor the history of Williams Avenue.

5 SAC member Jerrell Waddell has this dissenting comment: “Regarding honoring the history of Williams Avenue, I believe this decision to change the street is dishonoring the people who were historically engaged in commerce and who lived in this area, by creating a venue designed to be used by a particular population of younger, white professional people who bicycle.”

North Williams FINAL RECOMMENDATIONS 4/26/12 p. 5 of 7 8. Honoring the History of Williams Avenue

9. Safety Campaign

10.North WilliamsNeighborhood FINAL RECOMMENDATIONS Greenways 4/26/12 p. 5 of 7

Recognizing: • that Williams Avenue is used by a diverse bicycle community with many different and sometimes competing needs, • that the number of active bicyclists in North and inner‐Northeast Portland will increase significantly in the near term; and • that any improvements recommended by our Committee to streets other than Williams Avenue must develop from their own process and stakeholders:

We recommend that PBOT aggressively pursue options such as North Rodney Avenue for neighborhood greenways that can serve as viable alternatives supplementing bicycle use of Williams Avenue.

11. Future Outreach and Actions by PBOT and the City of Portland

Recognizing: • that changing transportation design has a significant impact on quality of life; • that impacted local communities are diverse and multi‐faceted, have frequently been marginalized and disproportionately impacted by past efforts at civic improvement, and are often difficult to access through conventional means; • that the City needs to be responsible to all communities, especially those which are under‐served communities, or culturally disadvantaged communities, when considering project sites; and • that the history, land use, and prior planning efforts should be considered and questioned while engaging in these projects:

We strongly recommend that the City right past wrongs by studying the North Williams Avenue Traffic Operations Safety Project, its success and failures, utilizing a formal facilitated evaluation process, to guide new policy on engagement processes that ensure that all voices are heard.6

We strongly recommend that the City of Portland critically evaluate its public participation efforts and stakeholder input processes to determine who in a particular community is not being heard in the process and ask why they are not being engaged, and furthermore to make every effort to actively engage those who have been marginalized.

We strongly recommend that the City start future projects from a place of community need with early input and guidance.

We strongly recommend that the City recognize the opportunities and challenges inherent in planning efforts, and to strive for an outcome that is truly sustainable.

6 SAC member Jerrell Waddell has this dissenting comment: “I don’t see how we can right the wrongs when this Committee, even as expanded, did not adequately represent those who do not bicycle.”

North Williams FINAL RECOMMENDATIONS 4/26/12 p. 6 of 7 10. Neighborhood Greenways

We recommend that PBOT aggressively pursue options such as North Rodney Avenue for neighborhood greenways that can serve as viable alternatives supplementing bicycle use of Williams Avenue.

11. Future Outreach and Actions by PBOT and the City of Portland

We strongly recommend that the City start future projects from a place of community need with early input and guidance.

We strongly recommend that the City recognize the opportunities and challenges inherent in planning efforts, and to strive for an outcome that is truly sustainable.

6 SAC member Jerrell Waddell has this dissenting comment: “I don’t see how we can right the wrongs when this Committee, even as expanded, did not adequately represent those who do not bicycle.”

WeNorth recommend Williams FINAL that RECOMMENDATIONS PBOT’s future outreach utilize the4/26/12 resources of the city’s Office of p. 6 of 7 Neighborhood Involvement.7

We offer the North Williams Stakeholder Advisory Committee’s Guiding Statement as a model for future outreach.

12. Housing

Having accepted public testimony on, and in the cases of some SAC members, directly experienced: • the decades‐long history of displacement of minority communities from the area served by N. Williams; • the ongoing effects of gentrification on aging households; and • the lack of acceptable affordable, and accessible housing alternatives for seniors, the disabled community, and families making less than the median family income as determined by HUD standards8:

We recommend the City find additional sustainable funding for the Interstate URA pilot program for culturally appropriate outreach to assist homeowners in danger of losing their homes, currently administered by Portland Housing Bureau

We strongly recommend the City develop an affordable housing strategy for North Williams Avenue, using a community‐based committee and observing the principles and tools outlined above.

13. Project Funding and Phasing

Recognizing: • that the recommendations of this Committee likely exceed the resources immediately available for implementation of the project; • that it would be advantageous to reallocate roadway space in time for the peak bicycle use months of 2012; and • that pedestrian safety is our highest consideration, but that some pedestrian improvements are relatively expensive:

We strongly recommend that the City seek funding for all elements of the project, including those that exceed currently allocated resources; and we encourage the City to develop a phasing plan for the project elements that implements as much of the intent of the project as possible in the first phase, even if some elements are first implemented as interim improvements.

7 SAC member Michelle DePass asks that the expertise of the Office of Equity also be leveraged. 8 See the US Department of Housing and Urban Development MFI for Portland area 2011: http://www.portlandonline.com/phb/index.cfm?c=50010&a=352655

North Williams FINAL RECOMMENDATIONS 4/26/12 p. 7 of 7 We recommend that PBOT’s future outreach utilize the resources of the city’s Office of Neighborhood Involvement.7

We offer the North Williams Stakeholder Advisory Committee’s Guiding Statement as a model for future outreach.

12. Housing

We strongly recommend the City develop an affordable housing strategy for North Williams Avenue, using a community‐based committee and observing the principles and tools outlined above.

13. Project Funding and Phasing

North Williams FINAL RECOMMENDATIONS 4/26/12 p. 7 of 7